Environmental Assessment Report
Initial Environmental Examination for Nayabazar–Namchi (SK02)
Project Number: 37143
September 2006
India: North Eastern State Roads Project
Prepared by [Author(s)]
[Firm]
[City, Country]
Prepared by Ministry of Development of North Eastern Region for the Asian Development
Bank (ADB).
Prepared for [Executing Agency]
[Implementing Agency]
The initial environmental examination is a document of the borrower. The views expressed herein do not
necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary
The views expressed herein are those of the consultant and do not necessarily represent those of ADB’s
in nature.
members, Board of Directors, Management, or staff, and may be preliminary in nature.
ABBREVIATIONS
ADB
-
Asian Development Bank
CPCB
-
Central Pollution Control Board
CRRI
-
Central Road Research Institute
DoE
-
Department of Environment
EA
-
Executing Agency
EFRC
-
Environment Friendly Road Construction
EIA
-
Environmental Impact Assessment
EMMP
-
Environmental Mitigation and Monitoring Plan
GDP
-
Gross Domestic Product
GoI
-
Government of India
IEE
-
Initial Environmental Examination
IRC
-
Indian Road Congress
MDONER
-
Ministry of Development of North Eastern Region
MDRs
-
Major District Roads
MoEF
-
Ministry of Environment and Forests
MoRT&H
-
Ministry of Road Transport and Highways
MSL
-
Mean Sea Level
MW
-
Mega Watt
NEC
-
North Eastern Council
NER
-
North Eastern Region
NGO
-
Non Government Organization
NH
-
National Highway
NOx
-
Oxides of Nitrogen
NSDP
-
Net State Domestic Product
PIU
-
Project Implementation Unit
PWD
-
Public Works Department
ROW
-
Right of Way
SPM
-
Suspended Particulate Matter
SO2
-
Sulphur Dioxide
SSI
-
Small Scale Industries
SPCB
-
State Pollution Control Board
TA
-
Technical Assistance
TOR
-
Terms of Reference
WHO
-
World Health Organisation
IEE: Section SK-02
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CONTENTS
Page
MAPS
1
INTRODUCTION
1
1.1
General
1
1.2
Purpose
2
1.3
Scope
2
1.4
Executing Agency
2
1.5
Study Methodology
2
DESCRIPTION OF THE PROJECT
3
2.1
Project Type
3
2.2
Category of Project
4
2.3
Need for Project
5
2.4
Location of Project
5
2.5
Proposed Schedule of Implementation
6
DESCRIPTION OF THE ENVIRONMENT
8
3.1
Physical Environment
8
3.2
Ecological Environment
12
3.3
Socio-Economic Environment
14
3.4
Policy, Legal and Administrative Framework
22
3.5
National Environmental Quality Standards
26
2
3
4
SCREENING
OF
POTENTIAL
ENVIRONMENTAL
29
IMPACTS AND MITIGATION MEASURES
4.1
Introduction
29
4.2
Identification and Assessment of Impacts
29
4.3
Negative Impacts Related to Project Location, Preliminary Planning
30
and Design
4.4
Construction: Permits and Environmental Impacts to be taken into
32
Particular Account During Construction
4.5
Environmental Effects Related to Operation
47
4.6
Potential Environmental Enhancement /Protection Measures
48
INSTITUTIONAL
53
5
ASSESSMENT
AND
ENVIRONMENTAL
MONITORING PROGRAMME
5.1
Environmental Management and Monitoring Plan
53
5.2
Institutional Assessment
60
5.3
Training
61
5.4
Environmental Monitoring Cost
62
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6
PUBLIC CONSULTATION AND INFORMATION DISCLOSURE
64
6.1
Objectives of Consultations
64
6.2
Methodology for Consultations
64
6.3
Public Disclosure
68
7
FINDINGS AND RECOMMENDATIONS
69
8
CONCLUSIONS
73
ATTACHMENTS
IEE: Section SK-02
iii
1.
1.1
INTRODUCTION
General
1.
Sikkim, with a total area of about 7100 sq km is a landlocked state, criss-crossed by green
valleys, high peaks and rippling rivers. It is decorated by an array of exotic and colourful orchids.
About 45 percent of land area is covered by forest. It lies in the north-eastern Himalayas, bound on
the north by China (Tibet plateau), on the east by Chumbi valley of Tibet and Bhutan, on the west by
Nepal and on the south by Darjeeling district of West Bengal. Thus it is a gateway to Tibet and
northern China. The population of the state stood at 0.54 million in 2001. Hills ranging from 300 m to
8500 m altitude result in a climate that varies from sub-tropical to alpine. The average annual rainfall
is 5000 mm. The literacy rate is 70 percent (2001 census) which is well above the national average.
2.
Roads are the only means of getting to and within the state. They are a critical input to the
growth of all sectors. The length of roads is reported to be about 1840 km. Most of these roads are
rural roads and other district roads amounting to more than 60 percent of total roads. All roads are
single lane roads. Most of the roads have narrow carriageways, and are built along hillsides and are
prone to landslides.The National Highway No. 31A is the only NH link serving the state and is under
the jurisdiction of Border Roads Organisation for its development and maintenance. A few arterial
roads in the north and north-western region of the state are also understood to be with the Border
Roads Organisation.
3.
The Public Works Department is the principal agency in the state responsible for
development and maintenance of roads. The works on the national highway linking Gangtok (the
state capital) with the rest of the country through Siliguri and a few arterial roads in northern and
north-western part are looked after by Border Roads Organisation.
4.
Settlements are scattered and many rural communities are still far from the nearest road. In
these areas, goods are brought in, or taken out, either by animal or back loading. Gangtok is the
only major commercial centre in the state.
5.
The proposed “North Eastern State Roads Project” is a joint initiative of the Government of
India and ADB. Funding for the technical assistance (TA) is provided jointly by GOI, through the
Executing Agency (EA) for GOI, namely the Ministry of Development of North Eastern Region
(MDONER), and ADB. For this purpose a Technical Assistance Agreement was signed on 20
December 2004 between GOI and ADB. The project is intended to assist the states of the northeastern region of India to study the feasibility of developing the respective road networks and
improving national and sub-regional connectivity with the objective of enhancing mobility and trade.
The project will also assist the states to develop the capacity of road sector institutions to increase
productivity of the road assets.
6.
The primary focus of the assistance is on, but not be limited to: (i) prioritization of national
highways, state highways, and major district roads to be improved; (ii) determination of the feasibility
of an investment project for improvement of priority state roads and bridges; and (iii) preparation of
an institutional strengthening action plan comprising immediate action to support implementation of
the proposed project.
7.
As part of the “Road Sector Investment Component” feasibility studies are undertaken for the
improvement of following roads in the State of Sikkim:
Section SK-01: Nayabazar to Melli section in the district of South Sikkim is a state highway
covering a total length of 27 km;
Section SK-02: Nayabazar to Namchi section in the district of South Sikkim is a state
highway covering a total length of 20 km; and
Section SK-03: Rumtek to Sang in the district of West Sikkim is a state highway covering a
total length of 25 km.
IEE: Section SK-02
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8.
The main objectives of the road sector investment component are to improve the regional, as
well as inter and intra state transport flows, and in doing so improving access to services, and
making the NER attractive to developers and investors.
9.
To fulfil the above objectives and due considerations to environmental feasibility of above
road section, Initial Environmental Examination (IEE) has been carried out for SK-02: Nayabazar to
Namchi section in the district of South Sikkim covering a total length of 19 km, road section.
This section in included in tranche 1 of the facility.
10.
The IEE study was initiated in the month of July 2006 and continued till September 2006.
The report has been prepared by national environmental expert, in coordination with project team.
1.2
Purpose
11.
The purpose of this Initial Environmental Examination (IEE) is to document a screening of
the environmental consequences of this road section. This IEE is structured in accordance with the
requirements of the ADB.
1.3
Scope
12.
The Initial Environmental Examination of the proposed project road section has been
undertaken to identify and to minimise the adverse environmental impacts, if any, associated with
construction and operation. Environmental issues considered in this IEE are mainly macro-level and
can have adverse or beneficial impacts. Initial Environmental Examination of the roads has four
basic objectives, as stated below, to:
determine the magnitude of potential environmental concerns and to ensure that environmental
considerations are given adequate weight when carrying out the proposed road
constructions/improvements;
identify the environmental issues that should be taken into account when new links are
constructed and/or existing links improved - such to include both adverse and beneficial
impacts;
identify any further needed environmental studies or Environmental Impact Assessment (EIA);
and
identify potentially required enhancement/mitigation measures, if any.
1.4
Executing Agency
13.
The executing agency of the proposed project is the Ministry of Development of North
Eastern, Government of India. The work of the feasibility study has been assigned to “Technoconsult
International Limited, Bangladesh in association with other consultancies DLA, DPM, DCPL and
VisionRI. Initial Environmental Examination study has been undertaken by national consultant.
1.5
Study Methodology
14.
The Initial Environmental Examination has been carried out using current ADB and
Government of India guidelines, specifically:
“Environmental Assessment Guidelines (ADB 2003)”;
“Environmental Guidelines for Selected Infrastructure Projects (ADB 1993b)”;
“Project Terms of Reference (TOR)”;
“Environmental guidelines for Road/Rail/Highway Projects”, Government of India, 1989
“Handbook of environmental procedures and guidelines”, 1994, Government of India
“Guidelines for Environmental Impact Assessment of Highway Projects” (IRC: 104-1988);
and
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The Environmental (Protection) Act, 1986
15.
The IEE was carried out in four stages:
reviews of literature, laws and guidelines and meetings with concerned agencies and
organisations in NEC, Shillong, State Authorities (Environment & Forests, Pollution Control
Board, PWD) in Gangtok and on-site;
reconnaissance survey along with public consultation was done in the months of July and
August 2006 and processes of public consultation continued till the completion of study to
inform the people about the project and collect the information / suggestions on
environmental issues. The environmental data was collected within 100 meters of centre of
road. The vegetation analysis was done by counting the number of trees within corridor and
observing the vegetation density along the project road;
interaction with other members of the Project Team and PWD to ensure that environmental
considerations were given adequate weight in project planning and design – data and other
material from the Inception and Interim Reports have also been used for the preparation of
this report; and
the preparation of the “Initial Environmental Examination” report.
2.
2.1
DESCRIPTION OF THE PROJECT
Project Type
16.
The proposed road investment component has considered three core road sections in the
state of Sikkim. The scope of work for these sections is:
Road improvement work on 27 km long section SK-01 i.e. Melli to Nayabazar section. This
includes widening of existing carriageway to double lane and improvement of shoulders.
Road improvement work on 19 km long section SK-02 i.e. Nayabazar to Namchi section. This
includes widening of existing carriageway to intermediate lanes and improvement of
shoulders.
Road improvement work on 25 km long section SK-03 i.e. Rumtek to Sang. This includes
widening of existing carriageway to intermediate lanes and improvement of shoulders.
17.
This report contains the Initial Environmental Examination carried out for SK -02 road section
i.e. SK-02: Nayabazar to Namchi section, included in tranche 1 of the facility. The existing road is a
State Highway with single lane carriageway with shoulders. The average carriageway width is
between 4 to 5m and formation width of 5.0 to 6.0 m. The road passes mostly through hilly terrain
(about 98 % road length) with moderate to sharp curves. The road has bituminous surface with good
riding condition. The earthen shoulders are deteriorated and hill side drains are damaged. The
existing traffic is moderate and likely to go up in near future. The description of the proposed section
is described in section 2.4
18.
The scope of work for this section is the improvement work on 19 km long road section SK02 i.e. Nayabazar to Namchi section. This includes widening of existing carriageway to intermediate
lanes and improvement of shoulders and side drains. The various components for SK-02 road is:
Widening of the carriageway width to 5.5 m with shoulders and side drains. Total formation
width is 7.5m. The road more or less follows the existing alignment and profile. The widening
will be accommodated within available land width and there will not be any land acquisition
either forest land or private land.
The total required pavement thickness will be 600 mm.
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Pavement layers consist of overlay with bituminous surfacing -20mm thickness.
AC Base Course – 50mm thick,
WBM Granular Base - 250mm thickness, and
GSB sub-base -280mm thick.
The typical cross section of road is shown in figure below:
Formation Width
Carriageway
Base
Sub-Base
Surfacing
Binder Course
19.
Besides, following aspects are adopted in the design.
All construction works will be carried out by mechanized means, for adoption of the above.
Pavement composition in reconstruction stretches will follow the existing adjoining
pavement crust, subjected to the minimum requirements stated above.
V-shaped drains are generally provided
Usage of locally available suitable materials will be maximized.
2.2
Category of Project
20.
Before the start of civil works for the any project roads the state PWD must obtain necessary
clearances /permits from the regional office of Ministry of Environment and Forests and State
Pollution Control Board. The ADB categorises projects based on their potential environmental
impacts. This project has been classified as Category B according to the ADB Fact-Finding Mission
undertaken in the months of May and July 2004. The findings of the Consultants‟ “Initial
Environmental Examination” further confirm that this project falls under Category B. This category
includes projects with adverse environmental impacts, which are of a lesser degree. As such, an
Initial Environmental Examination (IEE) is required and an Environmental Impact Assessment (EIA)
may not be required. Category B projects require the preparation of an Environmental Impact
Assessment only if “significant” adverse environmental impacts have been forecast in the IEE.
Significant impacts are those, which are comprehensive, broad and diverse and likely to be
irreversible. The Rapid Environment Assessment (REA) checklist for this section is appended as
Attachment 1.
21.
The project road passes though the hilly terrain with river valley on other side. The project
road starts from Akai bridge junction at Nayabazar to Namchi, passes though the reserve forest area
of the West Sikkim Forest Division. However, the improvement work will be done along the existing
alignment and the available land width is sufficient to accommodate the proposed improvement
work. Therefore, there will be no acquisition of forest land and impacts of the proposed work will be
minor and short duration. There are no environmentally critical areas in the project road.
22.
During detailed engineering (not part of this project) an “Environmental Management and
Monitoring Plan” will be also required. Amongst other things, this plan should address issues
associated with “Environmentally Friendly Road Construction”, which approach is now a requirement
of all road constructions.
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2.3
Need for Project
23.
Sikkim is the smallest state in the north eastern region having a total area of 7100 sq.km with
an estimated population of 0.54 million (2001). The state has 4 districts, 8 subdivisions and 92
blocks. In the study area most of the rural population is concentrated in the valleys and mountain
shoulders often in remote scattered settlements. Travel by road is the only mechanised mode of
transport. Because of the mountainous terrain, the area of land suitable for agriculture is limited.
This situation makes the construction and improvement of roads extremely difficult and expensive.
24.
Presently, there is no railway line in the state. Nearest railhead is Siliguri in West Bengal.
Similarly, there is no airport in the state. Nearest airport is at Bagdogra in West Bengal. There is a
skeleton helicopter service between Bagdogra and Gangtok (Sikkim). Two major rivers Teesta and
Rangit flow through the state but are not navigable and as such inland water transport has practically
no role. Roads are the only means of getting to and within the state. They are a critical input to the
growth of all sectors. The length of roads is reported to be about 1840 km.
25.
The National Highway No. 31A is the only NH link serving the state and is under the
jurisdiction of Border Roads Organisation for its development and maintenance. A few arterial roads
in the north and north-western region of the state are also understood to be with the Border Roads
Organisation. The stock of registered motorized vehicles in the state is around 12000 (year 19992000) including about 4000 two wheelers. Population of trucks is around 1000. Traffic is bound to
grow to meet the state objectives of economic and industrial growth. Many areas are prone to
landslides. Many roads become difficult to use during the winter months and rainy season.
Improvement and maintenance of the existing road network is a urgent need. Roads are considered
to be key to the facilitation of economic development in the remote rural areas. To achieve the
development objectives, it will be necessary to improve the road sector. The existing road
infrastructure urgently needs repair and improvement.
26.
The implementation of various project items is envisaged to have the following direct
benefits:
improved quality of life for the rural population in the project influence area (state highway
section between Nayabazar and Namchi): this as a result of better access to markets, health,
education and other facilities; and the derived stimulus for local economic activity;
a more efficient and safe road transport system: through reduced travel times, reduced road
accidents, reduced vehicle operating and maintenance costs and reduced transportation costs
for goods;
the facilitation of tourism;
interstate connectivity to Sikkim South and Sikkim West Districts.
2.4
Location
27.
The geographical features of the project road are described in Table 2.1. Figure 2.1 shows
the locations of the project roads.
28.
The proposed road section (Nayabazar to Namchi) is a State Highway measuring 19 km in
length and located in Sikkim South District. The topography of the project area is hilly. It passes
entirely through hillock in one side and river valley (perennial river Rangit) on other side. The land
use is mixed type dominated by forests. It is situated within the reserved forest area of Sikkim West
Forest Division. Project area is covered with greenery having a vegetation density of about 0.4 to
0.5. During the field investigation, local forest department and village communities were consulted to
know the presence of flora and fauna in the forests along the road. Local communities and forest
official indicated that the reserve forest of the region has some species which are endangered.
Some of the endangered mammals reported in forest records are Bharal, Chouded Leopard, Fidhing
Cat, Golden Cat, Himalayan Thar, Leopard Cat, Red Panda, Marbled Cat, Musk Deer, Nayan or
Great Tibetan Sheep, Pangolin, Serow, Snow Leopard, Spotted Lingsand, Tibetan Antelope, Tibetan
Fox, Tibetan Gazzelle, Tibetan Wild Ass, Tiger, Tibetan Wolf. Among the endangered birds are
IEE: Section SK-02
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Black Nacked Crane (migratory), Blod Pheasant, Peafowl, Tibetan Snow Partridge, and Siberian
Crane (migratory). However, during the field surveys, no such species were encountered.
29.
The existing condition of the road is moterable with average carriageway width of 3.5 m. The
project area is high rainfall zone. The soil is poor and unstable which leads to frequent landslides
and soil erosion mainly in rainy season. Cases of landslide were observed during site visits. There
are no historical places in the project area. There is no major settlement in between the project road.
Jorthang (Nayabazar is the only town at the start of the project road and Namchi at end of project
road are the settlements. There is no encroachment on the road and available ROW is 27 ft either
side of road.
2.5
Proposed Schedule for Implementation
30.
Various activities of the project are estimated to take between two and three years to
complete. This excludes the pre-construction detailed design period. The proposed schedule should
be provided after formulation of detailed engineering design.
Figure 2.1 – Location Map
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6
Table 2.1: Description of road sections between Nayabazar and Namchi
Road Section
Nayabazar
Namchi
to
Distance
(km)
19
Districts
Sikkim
South
District
Summary of General Road
Condition
Likely Scope of Road
Improvement Works
The proposed road section
(Nayabazar to Namchi) is a
State Highway measuring
19 km in length located at
Sikkim South District. The
topography of the project
area is hilly. It passes
entirely through hillock in
one side and river valley
(perennial river Rangit) on
other side. The land use is
completely forest type. It is
situated within the Reserved
Forest area of Sikkim West
Forest Division. Project area
is covered with greenery
having a vegetation density
of about 0.4 to 0.5. The
existing condition of the
road is moterable with
average carriageway width
of 3.5 m. The project area is
high rainfall zone. The soil is
poor and unstable which
leads to frequent landslides
and soil erosion mainly in
rainy season. Cases of
landslide were observed
during site visits. There are
no historical places in the
project area. There is no
major settlement in between
the project road. Jorthang
(Nayabazar is the only town
at the start of the project
road and Namchi at end of
project road are the
settlements. There is no
encroachment on the road
and available ROW is 27 ft
either side of road.
The improvement work
includes widening of the
carriageway to
intermediate lane with
5.5 m pavement and 7.5
m formation width and
0.5 m drain on hill side.
Carriageway will be
asphalt pavement
followed by periodic
maintenance (patching,
crack repairs and
sealing)
Gabion boxes, check
dams, diversion drains,
toe walls, benches and
chute structures will be
required to avoid
landslides and enhance
proper drainage.
Numbers of culverts
need to be
reconstructed.
Few bridges need
strengthen and
replacing.
While the radii of curves
less than 25 metres will
be increased.
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3.
DESCRIPTION OF THE ENVIRONMENT
31.
A brief description of the existing environment, including its physical and ecological
resources, economic development of the region, and issues relating to quality of life, are
presented in this section. Broad aspects on various environmental parameters (geology, soil,
topography, climate, land use, water resources, water quality, air quality, noise quality,
tourism, cultural resources etc.) which are likely to be affected (direct or indirect) by the
proposed road improvement project are covered. These aspects are covered in broader
geographic extent to present the entire region.
3.1
Physical Environment
3.1.1
Topography, Geology, and Soil
32.
Sikkim is a small hilly State in the eastern himalayas with formidable physical features.
Topographically the state is divided according to land elevations (lower hills – altitude ranging
from 270 to 1500 meters, mid hills – 1500 to 2000 meters, higher hills – 2000 to 3000 meters,
alpine zone - above 3900 meters with vegetation and snow bound land – very high without
vegetation upto 8580 meters). The state is separated from the neighbouring countries by three
hill ranges i.e. Singalila range – separates Sikkim from Nepal in the west, Chola range –
separates Sikkim from Tibet and Bhutan in the east and Pangolia range- separates Sikkim
from Bhutan. Tistha and Rangit, which originates respectively, from Cholamu Lake and
Rathong glacier, are the two major rivers of the state. The state receives an annual rainfall of
2000mm to 4000mm. The project road running parallel to the Rangit river on one side
throughout its length. The state has the highest peak in the north eastern region with an
altitude of 8586 at Mount Kanchendzonga (third highest mountain of the world). Fig 3.1 shows
the typical terrain of project road.
33.
Geographically the state lies in the NorthEastern Himalayas between 27000‟46” to 28007‟48”
North latitude and 88000‟55” to 88055‟25” East
longitude, and sprawling over 7096sq.km. The state
is bounded by vast stretches of Tibetan Plateaus in
the north, the Chunbi valley of Tibet and the
Kingdom of Bhutan in the east, the Kingdom of Nepal
in the West and Darjeeling district of West Bengal in
the south. The state account about 3 percent of the
total area of the north eastern region and 1 percent
in terms of population. About 10 per cent of the land
Fig 3.1: Typical Hilly Terrain through Project Road
resource is available for economic utilization in terms
of agriculture. Figure 3.2 shows the physical map of the Sikkim State.
34.
The geological formation is of recent origin resulted by nine repetitive successions of
Neocene arnaceous and argillaceous sediments gradually thrown into series of North-South
trending longitudinal, plunging anti-clines and synclines. In the higher elevations arnaceous
formations occur while the low-lying areas and depressions are represented by argillaceous
rocks. The common rocks found are sandstone, shale, silt, stone, clay stones and slates. The
rock system is weak and unstable prone to frequent seismic influence. The local geology is
highly important for the success of road projects. Unstable rock formations and high
precipitation combine to make many areas landslide prone. Such areas need to be
approached cautiously – measures must be taken to select alignments that minimise the
likelihood of land-slides and/or damage from land-slides.
35.
Soils of the State are loamy sand to silty clay loam. Soil depth varies from few inches
and in some places practically nil to several feet deep depending on weathering processes.
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Soils are acidic in nature with high organic matter content (0.36 to 5.61%). Soils are porous
with poor water holding capacity deficit in potash, phosphorous, nitrogen and even humus.
3.1.2
Climate
36.
Sikkim's climate is sub tropical in the lower valleys, but changing fast to temperate and
alpine with increase in elevation. For most of the year, it is cold and humid as rainfall occurs
right through the year. The area experiences heavy rainfall due to its proximity to the Bay of
Bengal. The rainfall in the north district is comparatively less than the other districts. The
general trend of decrease in temperature with increase in altitude holds good everywhere. Premonsoon rain occurs in April-May and the south-west monsoon operates normally from the
month of May and continues up to early October. Climatically, state can be divided into five
ranges i.e. Tropical, Sub-tropical Temperate, Sub-alpine, and alpine. These zones are further
divided into three zones in describing the aspects of vegetation and based on the altitude i.e.
Tropical climate
-
From MSL to 1700 m above MSL
Temperate climate
-
From 1700 m to 4300 m above MSL, and
Alpine climate
-
From 4300 to 5000 m above MSL
37.
Based on temperature, rainfall attributes and wind directions, three main seasons may
clearly be recognised in the State. These are –
Winter extending from November to February
Summer from March to May, and
Rainy season from May to October.
38.
The mean temperature in the lower altitudinal zone varies from 1.5 to 9.5 degree
centigrade. Temperature varies with altitude and slope. The maximum temperature is recorded
usually during July and August and minimum during December and January. Fog is a common
feature in the entire state from May to September. The summer temperature varies from Max
20.70C to Min. 13.10C and winter temperature varies from Max. 14.90C to Min. 7.70C. The state
receives an annual rainfall of 2000 mm to 4000 mm. Available rainfall data shows that the
mean annual rainfall is minimum at Thangu and maximum at Gangtok.
39.
North-West Sikkim gets very little rainfall (even less than 4.9 mm.). This area has
mainly snow -covered mountains. Rainfall is heavy and well distributed during the months from
May to early October. July is the wettest month in most of the places. The intensity of rainfall
during the south-west monsoon season decreases from south to north, while the distribution of
winter rainfall is in the reverse order. The salient climatic features of the state are as fallow:
Average Annual Rainfall
Concentration of precipitation
Humidity
Cloudiness
Wind
Temperature
3.1.3
-
2000 mm to 4000 mm
April to September
79 to 96%
Heavily clouded
Generally light except rainy season
Summer
16.9 to 26.30C
Winter
5.80C to 17.50C
Water Resources and Water Quality
40.
The state has vast water resources in the form of lakes, snow-fed rivers and streams,
some with marshy area. It has abundant of water potential both ground as well as surface
water. The State has two major rivers, Teesta and Rangeet, with a total length of 900 km.
These rivers originate from the glaciers of North and West Sikkim. The project area is drained
by Rangeet River which joins ultimately to Teesta River. Besides river network, the state has
IEE: Section SK-02
9
13 lakes, 9 hot springs and glaciers. The State has minor irrigation potential of 13000
hectares. Specific data on surface and ground water potential for the state is not available.
However, it can be seen from the figures available for the entire north east region i.e. total
surface water potential of the region is 928,873 Mm3 and the total ground water potential of
855 Mm3.
41.
The ground water aquifers in the region occur in sediments and fractured rocks.
Springs are either seasonal or perennial and are often used for irrigation and drinking
purposes. There are number of hot springs in the region which are being used by the local
communities for domestic and agricultural purposes and also being used by the visiting
tourists.
42.
The surface water quality in the region is reported to be well within the permissible
limits and also found by visual identifications. There are no reports of any water born decease
in the region. People are using this water for drinking purpose without any treatment. In case
of ground water quality, it is generally good in entire north east region. People use ground
water for domestic purposes within any treatment. Overall ground water quality is acceptable.
3.1.4
Air Quality
43.
The ambient air quality in the state is quite pure compared to other neighbouring
states. Except few urban centres like Gangtok and Nayabazar, the ambient air quality is good.
There are no major industrial activities in the State. Dust arising from unpaved surfaces, forest
fire, smoke created by burning of fire woods for producing charcoal and domestic heating, and
vehicular pollution are sources of pollution in the region. Firewood burning is major contributor
in the ambient pollution load. Industrial & vehicular pollution is mainly concentrated in the
major commercial areas in State capital. Lack of technology and state of the art equipments
are some of the factors responsible for industrial pollution.
44.
Vehicular pollution is a secondary source of pollution in the state as the traffic density
in the entire state is very less. Pollution from vehicles is mainly due to use of low-grade fuel,
low maintenance of vehicles, and also the poor conditions of the roads. The level of pollution in
rural areas is much lower then that of the urban areas. Also the traffic flow in rural areas much
less than that of the urban locations. The traffic density in the state is very low. In the entire
north eastern region, Sikkim has only 1 percent of total registered vehicles of 10232. About 25
% of the vehicles consist of two wheelers followed by cars and trucks.
45.
The air quality data obtained from the Sikkim State Pollution Control Board indicates
that the ambient air quality in the state is well within permissible standards. Table 3.1 below
presents the air quality in the Sikkim State.
Table 3.1: Ambient Air Quality in and around Gangtok (Yearly Average) in µg/m3
Sl.No.
Location
Category
SPM
SO2
NOx
1
Tadong
Residential
108 (140)
16.2 (60)
15.7 (60)
2
Indra bye-pass
Commercial
137 (360)
17.4 (80)
22.6 (80)
3
Deorali
Residential
118 (140)
18.6 (60)
16.1 (60)
4
Bazar Area (Near metro point)
Commercial
145 (360)
22.3 (80)
20.4 (80)
5
Hospital Point
Sensitive
122 (70)
19.6 (15)
18.6 (15)
98 (70)
10.2 (15)
12.3 (15)
6
Zero Point
Sensitive
Source: Sikkim State Pollution Control Board
Note: Figures in ( ) indicates the permissible standards
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3.1.5
Noise Quality
46.
Noise pollution is not a problem in the state. Also in future there will not be any rise in
the noise levels due to proposed activities as also there are no major settlements along the
proposed road. Since the traffic flow is expected to be very low in the project roads, there will
not be any rise in the noise levels. However, few commercial locations i.e. Nayabazar and
busy junctions i.e. Namchi, small contribution to the noise levels are expected, but still the
ambient noise quality is expected to be well within the permissible limits.
47.
During the construction period, temporary increase in the noise levels are expected
due to movement of construction machineries and construction activities associated with
proposed road development. Suitable barriers in the form of noise barriers and timely
scheduling of construction activities will minimize these affects to the greater extent.
48.
The ambient noise quality in various locations in the Gangtok city in the State of Sikkim
is presented herewith in Table 3.2. It can be seen that the noise levels are well within the
permissible limits for all categories off the areas.
Table 3.2: Ambient Noise Level in decibel (A) at Residential Area in Gangtok
Sl. No.
1
2
Location
College
Tadong
Valley,
Deorali Government
Quarter
Time
Lmax
Lmin
Leq
Morning
74.2
34.3
51.6
Afternoon
78.4
42.2
60.8
Night
76.3
39.5
58.4
Morning
71.5
35.1
55.3
Afternoon
76.3
39.9
61.4
Night
73.4
36.2
57.2
Ambient Noise Level in decibel (A) at Commercial Area in Gangtok
Sl. No.
1
2
Location
Bazar
Marg)
Area
Indra Bypass
(M.G.
Time
Lmax
Lmin
Leq
Morning
97.1
58.4
70.4
Afternoon
105.2
61.0
74.3
Night
-
56.2
62.1
Morning
93.0
52.0
68.5
Afternoon
97.0
57.4
73.2
Night
88.0
43.8
69.4
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Ambient Noise Level in decibel (A) at Sensitive Area in Gangtok
Sl. No.
1
2
Location
Hospital Point
District Court
Time
Lmax
Lmin
Leq
Morning
74.3
38.2
50.1
Afternoon
84.2
40.8
62.5
Night
85.1
41.6
63.2
Morning
68.1
34.2
47.1
Afternoon
72.5
38.6
49.2
Night
64.2
34.6
44.6
Source: Sikkim: A Statistical Profile, 2004-05, Directorate of Economics, Statistics, Monitoring & Evaluation, Government of
Sikkim
3.2
Ecological Environment
3.2.1
Vegetation
49.
The state is divided into three zones in describing the aspects of vegetation. These are
tropical, temperate and alpine respectively in increasing order of altitude. The favourable
rainfall, temperature and high humidity existing in the area, have caused the vegetation to
acquire the general characteristics of the Northern Tropical Semi-Evergreen Forest.
50.
The territorial area under region extends from the forest hills of Eastern Himalayas
(Bhutan hills) to the flood plain area of Brahamaputra valley. Because of diversified
configuration pattern of the ground and varied rainfall pattern throughout the region different
types of forest associations are found in the region. Figure 3.3 shows the forest map of Sikkim.
Based on the classification pattern envisaged by Champion and Seth (Revised Survey of
Forests types of India) the different type of forests occurring (or approximated to be occurring)
in the region under study are indicated as follows:
Sl. No.
Forest Types
1.
Eastern Sub-mountain Semi-Evergreen Forest
2B/C1b
**
2.
Sub-Himalayan light alluvial Semi-Evergreen
Forest
2B/1S1
**
3.
Eastern
Forest
2B/2S2
**
4.
Sub-Himalayan secondary wet mixed Forest
2B/2S3
**
5.
Moist Sal Savannah Forest
3C/DS1
**
6.
East Himalayan moist mixed deciduous Forest
3C/CS3b
*
7.
Low alluvial Savannah wood land
3/1S1
**
8.
Eastern
tremia)
3/1S2(a)
*
9.
Eastern Hollock Forest (Terminelia-Duabanga)
3/1S2(b)
*
10.
Eastern wet alluvial grass land
4D/1S2(b)
**
11.
Khair Sissu Forest
5/1S2
*
Alluvial
Hollock
Classification code
secondary
Forest
Semi-Evergreen
(Terminelia-Iagers
Remarks
Source: Working Plan Office, Department of Forest, Government of Assam
* A revised survey of the forest types of India by Champion and Seth
** Not described by Champion and Seth. Approximated to be grouped under the mentioned code
IEE: Section SK-02
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51.
The vegetation of the state is fairly well known. About 5841 sq.km area is under
recorded forest area (reserved forest and protected forests), which is 82.32 % of total
geographical area of the state. Percentage of tree cover and forest cover account to 45.55
percent of the total area. The State holds about 5000 species of flowering plants. Out of 315
families of Angiosperms in India, more than 200 are represented in Northeast India and the
state accounts for nearly 50% of the total number of plant species in India as a whole. Though
the flora of this region exhibits an Indo-Malayan affinity, the floral elements of other parts of
India, and of neighbouring and far off countries, have also contributed to its richness and
diversity. It is of interest to note that about one third of the flora of Northeast India is endemic
to this region.
52.
The state is home of 550 species of Orchids, 36 species of Rhododendron, over 4000
species of flowering plants, 300 species of ferns & allies, 9 conifers and plenty of medicinal
plants and herbs.
53.
The major flora found in the temperate zone includes Oak, Cherry, Alurel, Chestnut,
Maple, Birch, and Rhododendron – found in alpine region. Besides this the most popular
orchids found in state are Cymbidiums, Vanda, Cattaleya, Hookeriana, Farmeri, Dendrobiun
amoenum, Nobile orchid –which is state flower of Sikkim. The restricted trees in State are Dar,
Khamari, Tooni, Panisaj, Sisum, Junifer, Mel, Bahumi Kath, Rani Chap and Jat Katus. List of
protected trees include Malgiri, Yew tree, Chemal, Gurans, Chewri, Tamala, Kimbu, Sinkauli,
Amala, Harra, Barra, Bar, Pipal, Labar, and Siltimbur. Important medicinal plants found in
Sikkim include Nardostachys Grandiflora (Jatamasi), Aconites (Bikhma), Artemisia Vulgaris
(Titeypati), Piper Longum (Pipla) and Picrorhiza Kurrooa. The names in brackets are local
name of the plant. Dominant species of flowering plants in State are Orchidaceae,
Asteraceae, Poaceae, Leguminosea, Cyperaceae, Rosaceae, Scrophulariaceae, Rubiaceae,
Lamiaceae and Euphorbiaceae. Besides this Sikkim Himalaya harbours as many as 190 wild
plants that are suitable for human consumption.
54.
The state is exceedingly rich in lichens, mosses and liverworts. These seemingly
unimportant plants need to be investigated, studied, appreciated and above all, protected, as
they serve vital ecological roles as soil protectors; contribute to the recycling of nutrients and
water, offer food and shelter to an assemblage of invertebrates and take a part in air
purification and carbon sequestration.
55.
The proposed project road i.e. SK-02 passes most of the road length through reserve
forests on one side of road. Except at starting from 0.0 to 1.0 at Nayabazar and few
settlement locations (Namchi), where land use is mixed of agriculture and built up, the
remaining portion of project road passes through Reserve forests area of Sikkim West Forest
Division. The vegetation density in these forests varies from 0.4 to 0.5.
3.2.2
Wildlife and Protected Area Network
56.
The State has rich wildlife and has long network of protected area. In order to protect
the rich flora and fauna of Sikkim from the poacher, the Government has established parks
and sanctuaries. The largest of these is the Khangchendzonga National Park which
encompasses an area covering 1784 sq km. It is bounded in the north by the Tent Peak and
the ridge of the Zemu glacier. The eastern boundary of this park comprises of the ridge of the
mountain
57.
The state‟s protected area network comprises of four wildlife sanctuaries and one
national park. Recognizing the importance of this region as one of the hot spots, majority of the
biodiversity rich areas of the state has been placed inside the protected area network system
comprising mainly of the National Park and Sanctuary. The total area under the protected
area network is 22.5 percent and that of under national parks is 19.6 percent. The details on
the forest area, forest cover and area under protected areas is presented in Table 3.3.
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Table 3.3: Detail of Protected Areas in Sikkim
A
National Parks
Area in Sq. km.
Khangchendzonga National Park
B
1784
Wildlife Sanctuaries
Fambonglho Wildlife Sanctuary
51.76
Maenam Wildlife Sanctuary
35.34
Kyongnosla Alpine Sanctuary
31
Singba Rhododendrone Sanctuary
43
Barsey Rhododendrone
104
Pangolakha Wildlife Sanctuary
128
C
Reserved Forest
D
Protected Forests
5452.4
389
58.
The entire north eastern region has been the home of a great variety of wildlife species
which has a significant influence on the tradition and culture of communities‟ including tribal.
But due to indiscriminate killing of animals by all walks of life in the region before and after
enactment of Wildlife (Protection) Act, 1972, the animal population has gone down to a great
extent. However, the Department of Environment and Forests has taken up wildlife protection
schemes with a great enthusiasm by constituting protected areas for wildlife protection and
preservation. Awareness in wildlife protection is still the need of the hour in the region. New
development has been initiated in the wildlife wing of the Department of Environment and
Forest since a couple of years ago with centrally sponsored schemes.
59.
The State is home for large number of wild fauna. It is reported that the state has 144
species of mammals, 550 species of birds, 650 species of butterflies & moths, 33 species of
reptiles and 16 species of frogs. Some of the endangered mammals are Bharal, Chouded
Leopard, Fidhing Cat, Golden Cat, Himalayan Thar, Leopard Cat, Red Panda, Marbled Cat,
Musk Deer, Nayan or Great Tibetan Sheep, Pangolin, Serow, Snow Leopard, Spotted
Lingsand, Tibetan Antelope, Tibetan Fox, Tibetan Gazzelle, Tibetan Wild Ass, Tiger, Tibetan
Wolf.
60.
Among the endangered birds are Black Nacked Crane (migratory), Blod Pheasant,
Peafowl, Tibetan Snow Partridge, and Siberian Crane (migratory).
3.3
Socio Economic Environment
61.
This section presents the demographic and socio-economic conditions of the State and
North Eastern Region. The information relevant to the socio-economic indicators i.e.
demographic, poverty, agriculture, fisheries, industries, energy, transport etc. has been
included.
3.3.1
Demography
62.
Sikkim is the smallest state of the north eastern region with a population of 0.54 million
with about more than 80 percent of the population living in the rural areas. The human
population density is very less i.e. only 78 persons/km2 compared to 149 persons/km2 for the
north eastern region. Sex ratio is also less i.e. 875 against the 936 in the region. The
demographic feature of north eastern states is unique in that there are more than 100
recognized tribes, which inhabit mostly the hill areas and each with distinct culture, ethos, and
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traditional knowledge systems. The major three minority groups in the state namely Bhutias,
Lepchas and Nepalis. The Nepalis owned roughly 60 percent of the total cultivated land in
1981. Bhutias and Lepchas share was 20 percent each. The majority of the people survive on
subsistence economy based mainly on the agriculture, supplemented with limited horticulture,
animal husbandry, crafts/handloom, etc. Table 3.4 below presents the demographic features
of the North eastern region.
Table 3.4: Demographic Features of Sikkim and North Eastern Region as per
2001 census (p)
Population
State
Area (sq.
km)
Rural
Urban
Total
Density
Sex
Ratio
Sikkim
7096
480488
60005
540493
76
875
NE Region
262179
33008703
5809395
39041167
149
936
All India
3287263
741660293
285354954
1027015247
312
933
Source: 1) Census of India, 2001 (Provisional), 2) Statistical Abstract of State Governments, Directorate of
Economics and Statistics, 3) Where do we stand in 2003, Meghalaya & North East and India & The World,
Directorate of Economics & Statistics, Government of Meghalaya
63.
The Gross State Domestic Product of the state was Rs.8169 million in 1999-2000. The
incidence of poverty continues to be high. A stagnant agriculture sector combined with poor
industrial activity has severely limited employment opportunities outside the government. This
has also put the government under fiscal stress as expenditure on wages and salaries,
including pensions and interest payments consuming almost half of the total government
expenditure.
64.
The progress on industrial front has been constrained by many factors particularly the
lack of appropriate infrastructure, lack of raw materials and trained manpower
3.3.2
Land Resources
65.
The area available for land utilization in the state is about 6317 sq.km out of the total
geographical area of 7096 sq.km. This means about 89 percent of the area in the state in
available under various land uses. Major portion of the land use is under forest cover covering
about 77 percent of the land use area. About 9 percent area is under gross cropped area.
Agriculture is the second major land use in area. The area under various land uses in the
region is presented in the table 3.5 below:
Table 3.5: Land use pattern in North East Region (Figure in thousand hectare)
State
Other
Reporting
Not
uncultivated
area for
available
land
Gross
Net
land
Forest
for
excluding Fallow cropped area
utilization
area cultivation fallow land land
area
sown
Sikkim
631.7
619.9
12.4
9.8
14.5
NE Region
21754.5
13379
3296.8
1624
913.6
72
Area
sown
more
than
once
Total
10
800.6
62
5448.6 3891.1 1557.5 30110.6
Source: www.neportal.org (Directorate of Economics and Statistics, NE states and NEC, Shillong).
Statistical Abstract (2001-02), Sikkim, Directorate of Economics and Statistics, NE States.
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3.3.3
Agriculture and Forestry
66.
The state remains dependent upon agriculture, contributing to about 40 percent of the
Gross Domestic Product. The state has only 64,000 hectares of net sown area. Production of
foodgrains was 103,000 tonnes in 1997-98 of which rice share was 20 percent. Horticulture
and floriculture has a very good potential for development provided proper transport facilities
and successful markets can be created. Between 1975 and 1995, for example, for which data
are available showed that horticulture production including fruits, vegetables, potato,
cardamom, ginger and turmeric increased by nearly six times (increasing from 16000 tonnes in
1975 to 93000 tonnes in 1995). Promotional activity in floriculture is also another area needing
attention. Efforts are being made to improve production of cut flowers and bulbs. Being
perishable, special arrangements for transport and good road connectivity are equally critical.
67.
Forest area constitutes about 45 percent of the total area of the state. While deciduous
and ever-green forests are more commonly found in eastern and western Sikkim, northern part
is dominated by coniferous forests. The Sikkim Himalayas show tremendous biological
diversity and this contributes to the country‟s natural heritage and to the national ecological
balance. Forests are an important source of livelihood for the people. Apart from timber,
forests are also a source of herbs and plants for use as medicines. This is a potential growth
area for the state. However, forests cannot be a major source of revenue because of
government policy of implementing conservation measures and regulated price of forest and
allied produce. The state is also seismically active and characterized by frequent land slides.
Hill slopes are steep and even a small geo-environmental change and sudden rainfall can
destabilize the soil-rock balance and cause landslides.
3.3.4
Fisheries
68.
The state has great potential for the development of fisheries. The state abounds in
perennial and seasonal water bodies which hold high promise for the growth of fishery. In the
absence of properly organized fishery production and marketing system, the fishery potential
has also not been adequately developed and exploited.
69.
The state has vast potential for fisheries by enhancement of rivers, streams, floodplain,
wetlands, reservoirs, lakes, ponds and paddy-cumfish culture. About 7 hectares of water are
available for nursery and 38 hectare under rearing. Inland fish production for the year 20032004 was 160 tonnes. The total fish production for the year 2003-2004 was 2.8 millions frys
and 0.6 millions fingerlings.
70.
The important fishes commonly found in the region‟s plain and river basins are Catla
catla, Labeo rohita, Labeio calbase, Cirrihinus mirigale, Clarius, batrachus, Rita rita,
Heteropneuptus fonilis, Notopterus nontopterus, N. Chitala, Macrobrachum rosenbergii, M.
malconsoni, M. Chapral, Channa punetatus C. gaehua, C. striatus.
3.3.5
Transportation
71.
Transportation system is a key factor in the socio-economic development of any state.
Currently there is no railway line in the state. Nearest railhead is Siliguri in West Bengal.
Similarly, there is no airport also in the state. Nearest airport is at Bagdogra in West Bengal.
There is a skeleton helicopter service between Bagdogra and Gangtok (Sikkim). The Eleventh
Finance Commission had recommended a grant of Rs. 500 million for the construction of an
airport near Pakyong (East District). However, this is yet to materialize. Two major rivers
Teesta and Rangit flow through the state but are not navigable and as such inland water
transport has practically no role. Roads are the only means of getting to and within the state.
They are a critical input to the growth of all sectors. The length of roads is reported to be about
1840 km. Major district roads and other district roads covers the major portion of the total road
network. The National Highway No. 31A (about 40 km) is the only NH link serving the state
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and is under the jurisdiction of Border Roads Organisation for its development and
maintenance.
3.3.6
Mineral Resources
72.
The north eastern region is also endowed with reasonable resources of mineral and oil
and gas. However, Sikkim state has very limited resources i.e. 1200 tonnes of copper, zinc
and lead deposits. For exploiting the mineral resources, it is important to provide a good road
and rail infrastructure.
3.3.7
Industrial Situation
73.
There are no major industries in the state. It has 2 industrial estates and 5 large and
medium industries giving employment to only 280 persons. In addition, there are about 349
small scale industries (SSIs) giving employment to 1815 persons. Table 3.6 gives a broad
picture of the states and north eastern region‟s industrial statistics.
Table 3.6: Number of Industries and Employment Generated
States
No. of
industrial
estates
No. of large
and medium
industries
Employment
generated
No. of
SSIs
Employment
generated
Sikkim
2
5
280
349
1815
NE Region
52
202
47501
59548
313524
Per
capita
employment
-
-
109
-
5
India
-
133345
16425592
3300000
18600000
Per
capita
employment
(national)
-
-
123
-
5.6
Source: www.databank.nedfi.com, www.nic.in
Statistical Abstract (2001-02) of Arunachal Pradesh, Assam, Manipur, Nagaland, Directorate of Economics and Statistics,
NE states.
3.3.8
Aesthetic and Tourism
74.
The state is characterized by beautiful series of mountainous hills and valleys. The
state is endowed with several features such as trekking, scenic spots, pilgrim
centres/monastery, national parks which can be utilised for a systematic growth of the tourism
industry. In the year 2002, the total international tourist arrival was 8539 and domestic tourists
were 160789. Gangtok is the major destination of tourists. Of the domestic tourists, about onethird is from West Bengal alone. The state offers unique opportunity for eco-tourism
development.
3.3.9
Cultural Resources
75.
The state has great cultural value. Festivals and cultural activities are being celebrated
throughout the year in the state. The department of cultural has taken various activities like
promotion of art and culture, preservation of old and historical monuments. The state has great
cultural value for Buddhism. There are 11 monasteries in the state. However, project road
does not affect these places. There are no religious structures along the project road.
However, there are number of cultural / pilgrim centers in the state.
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3.3.10 Energy and Electric Power Potential
76.
Firewood is still a major source of energy in the state which is available in abundance.
The state is generating mostly hydro power which contributes to about 70 percent of installed
capacity in the state and rest is by other means. The total installed capacity in Sikkim is 36.5
MW with an average peak load of 34 MW. The available hydro power potential in the State is
huge and actions being taken to capture it.
3.3.11 International Trade & Commerce
77.
There are number of agreements between India and neighbouring country to enhance
the border trade across the countries. Indo-Myanmar border trade agreement in 1994, border
trade agreement between India and Bangladesh in 1972 is some of the agreements signed to
develop the trade relations.
78.
The north eastern region has the potential to emerge as a strategic base for domestic
and foreign investors to tap the potential of the contiguous markets of China, Myanmar, Lao
PDR, Nepal, Bhutan and Tibet. This calls for converting the unauthorised trade into authorised
trade, at the policy level as well as at the ground level. The BIMST-EC (Bangladesh-IndiaMyanmar-Sri Lanka-Thailand Economic Cooperation) initiative is creating an enabling
environment for rapid economic development through identification and implementation of
specific cooperation projects in the sectors of trade, investment and industry, technology,
human resource development, tourism, agriculture, energy, infrastructure and transportation.
Various physical features along the project road is described in table 3.7 below.
Table 3.7: Physical Features along the project road
Chainage
Km wise
Left Side
0-1
Bus shelter
1-2
Valley (th)
Boundary wall of Institute of rural
development
Fencing of Plantation by SPWD
Valley (th)
Banana and Banana Plantation
Valley (th)
Amboti Chisopani Village
Hot Mix Plant
Agricultural area mixed with
Residential area
2-3
3-4
4-5
Valley
5-6
6-7
7-8
8-9
Hill with drain (th)
Hill with drain ( 400 m)
Agricultural Area
Valley ( 600m)
Agricultural Area
Chisopani Village
Valley (th)
Agricultural area( 150 m)
Valley ( 500 m)
Nandu Gaon
Agricultural area
9-10
Valley (th)
Offset
(m)
Right Side
3
Hill with drain (Throughout)
2.5 to 4
Hill with drain (throughout)
Offset
(m)
2 to 3
2.5 to 4
drain/water crossing
3.5
2.5 to 5
1 to 3.5
2 to 7
10
Hill (Th)*
water crossing (2)
Hill (Th)
water crossing (3)
Hill with drain (Th)
2.5 to 4
water crossing (2)
2.5 to
3.5
2.5 to 3
2 to 2.5
2.5
2.5 to 4
3 to 4
2.5 to 4
3 to 4
3.5 to 6
2.5 to
4.5
3 to 4
Valley (Th)
water crossing (2)
Govt. Primary School
Tinik Chisopani Village
Valley ( 800m)
water crossing (3)
Hill with drain ( 200m)
Hill with drain (Th)
water crossing (2)
hill with drain (th)
Nandu Gaon
1 to 3.5
2.5 to 4
2 to 4.5
2.5 to 6
6
2 to 5 m
2 to 3.5
2 to 6
water crossing
Hill with drain (th)
2 to 4
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15-16
water tank
Built-up cum agricultural area
Valley (th)
Agricultural area with sparse builtup area
Valley (th)
Bus shelter
Agricultural area
Valley ( 100 m)
Denchung Village
Hill with drain ( 800)
Concrete Wall of 30 m length
Agricultural area ( 100m)
Hill with drain (th)
Concrete wall
wall to protect hill ( netting with
stone)
Hill with drain ( 500 m)
Valley ( 500 m)
rest house
Agricultural land
Valley ( th)
16-17
Valley ( th)
2.5 to 4
17-18
Valley ( th)
3 to 4
18-19
Valley ( th)
2 to 4.5
19-20
Valley (th)
Shops (Garage)
Namchi Village, Built up area
10-11
11-12
12-13
13-14
14-15
6
3 to 4
3 to 4
water crossing
3 to 4
water crossing (2)
3 to 4.5
5
3 to 4
hill with drain (th)
water crossing
2 to 3
2.5
2 to 2.5
2.5 to 3
3
2.5
2.5 to 3
2.5 to 4
3
3 to 4
3.5 to 4
2 to 5
5 to 6
Stack of Stones from Hill cutting
3.5
Built-up area
Stack of Stones from Hill cutting
3.5
Built-up area
Bazar Area
Hill with drain
hill with drain ( 200m)
valley ( 800m)
water crossing
valley (th)
water crossing
2 to 4
2 to 3
2 to 2.5
2 to 6
2 to 4
water crossing
valley (200m)
9th mile village
hill with drain ( 800m)
steps
hill with drain (th)
water crossing (2)
hill with drain (th)
slaughter house
water crossing
hill with drain (th)
steps
water crossing (4)
hill with drain (th)
water pipe (th)
water/drain crossing
hill with drain (th)
water pipe (th)
Boundary wall of Hansa Kriti
Dham
Namchi Village
Settlement Area
Stack of Stones from Hill
cutting
Petrol Pump
Motor Garage
Bazar Area
2 to 3.5
2.5 to 3
2.5
2 to 3
2 to 3
12
2 to 3
4
2 to 3
2 to 4
3
2
3
3
*th – Throughout
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Figure 3.2: Physical Feature Map of Sikkim State
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Figure 3.3: Forest Map of Sikkim State
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3.4
Policy, Legal and Administrative Framework for Environmental Management in
India
3.4.1
Policy
79.
As a sequel to the UN Conference on the Human Environment (1972), Indian
parliament in 1976 amended the Constitution of India by introducing articles 48A and 51A.
These articles incorporated environmental concerns into the Directive Principles of state policy
and postulated as a fundamental duty of all citizens to preserve and protect the environment.
As per the constitutional provisions:
80.
The state shall endeavour to protect and to improve the environment and safeguard
forests and wildlife of the country (Article 48A) and
81.
Every citizen is bound to protect and improve the natural environment and to have
compassion for living creatures (Articles 51A(g)).
3.4.2
Legislation
82.
Government of India has enacted more than thirty environment conservation laws and
Acts. Some of these are: The Environment (Protection) Act 1986, The Wildlife (Protection) Act
1972; The Forest (Conservation) Act 1980; The Water (Prevention and Control of Pollution)
Act 1974, The Air (Prevention and Control of Pollution) Act 1981; 1988 amendment of The
Motor Vehicle Act (M.V.) Act, 1939. The Water and The Air Acts entrusted the task of their
implementation and regulation to pollution control boards set up for such purpose at State and
Central levels.
83.
Even prior to the 1970‟s and 80‟s flurry of environmental legislation, there existed
numerous statutory provisions for safeguarding environment, though in a highly limited way as
some of these dated back to the colonial period. Some of these were Section 277 of IPC
dealing with water pollution, Section 278 of IPC dealing with atmospheric pollution and
Statutes like the Factories Act, 1948; the Mines Act, 1952, Insecticides Act, 1968 and Motor
Vehicle Act (M.V.) 1939.
84.
Some of the important acts applicable to the present project are described herewith:
The Environment (Protection) Act, 1986
85.
The Environment (Protection) Act, 1986 is widely regarded as a comprehensive or
umbrella legislation for environment in its entirety. The responsibility for implementation of the
provisions of the EPA has to a large extent been entrusted to the regulatory agencies created
under the Air and Water Acts. Department of Environment (DoE) was created in 1981 in the
Central Government to act as a nodal agency for environmental protection and development in
a co-ordinated manner.
86.
The principal environmental regulatory agency in India is the Ministry of Environment
and Forests (MoEF) of the Government of India. MoEF formulates environmental policies and
accords environment clearances for the large projects (sector-wise listing done by MoEF). In
the North Eastern Region, the State Department of Environment and State Pollution Control
Boards are enforcing authorities at the State level to resolve environmental issues arising due
to any infrastructure project. MoEF has a regional office at Shillong to look after the matters
related to environment in the region.
The Environmental Impact Assessment Notification (1994) and Amended Notification 1997
87.
The Environmental (Protection) Act, 1986 provided for Environment (Protection) Rules,
which are formulated since then. As one of these rules, the Environmental Impact Assessment
Notification 1994 has identified highways (item 21 of Schedule-I) as one of the project
requiring prior clearance from the MoEF. Environmental Impact Assessment (EIA) is a
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statutory requirement for obtaining clearance (a comprehensive format for EIA has been
prescribed in the notification).
88.
According to the notification from the MoEF dated 27th April 1994 and amendment
dated 4th May 1994, expansion or modernisation of any activity shall not be undertaken in any
part of India unless it has been accorded environmental clearance by the Union Government in
accordance with the procedures specified in this notification.
89.
Ministry of Environmental and Forests (MoEF) issued a notification on Environmental
Impact Assessment for development project. The schedule 1 here in list 31 types of projects
which need environmental clearance from MoEF. Highway projects are included in this list.
90.
In April 1997, a notification by the MoEF amending Schedule-I of the EIA Notification
stated that environmental clearance from the MoEF is not required for highway projects
relating to improvement work including widening and strengthening of roads with marginal land
acquisition along the existing alignments provided the highways do not pass through
ecologically sensitive areas such as National Parks, Sanctuaries, Tiger Reserves, Reserve
Forests, etc.
91.
In October 1999, MoEF amended the EIA notification clarifying the marginal land
acquisition "It is hereby clarified that marginal land acquisition means land acquisition not
exceeding a total width of 20 meters on either side of the existing alignment put together.
Further, it is also clarified that bypasses would be treated as stand alone projects and would
require environmental clearance only if the cost of the project exceeds Rs. 50 crores each."
92.
Since this project does not pass though any sensitive areas, clearance from Central
Government is not required.
Forest (Conservation) Act as amended in 1980
93.
Of all laws, the Forest (Conservation) Act, 1980 stands out as having particular
significance for this project. The Act pertains to the cases of diversion of forest land and felling
of roadside plantation. Depending on the size of the tract to be cleared, clearances are applied
for at the following governmental levels.
Applicability of the Forest (Conservation) Act to the Roadside Strip Plantations
94.
In 1986, when MoEF enacted the Environment Protection Act, the entire linear
stretches of roadside plantations along the State Highways were declared as protected forest.
Although the land is under the control of the PWD, due to its protected status, clearance is
required to cut roadside trees. Applicability of the provisions of the Forest (Conservation) Act,
1980 to the linear (road or canal side) plantations was modified by a notification from the GoIMoEF, dated 18 February 1998. The new notification recognized that the spirit behind the
Forest (Conservation) Act was conservation of natural forests, and not strip plantations. In the
case of the “notified to be protected” roadside plantations, the clearance now may be given by
the concerned Regional Offices of the MoEF, irrespective of the area of plantation lost. While
issuing the approval, in place of normal provision for compensatory afforestation, the Regional
Offices will stipulate a condition that for every tree cut at least two trees should be planted. If
the concerned Regional Office does not accord the clearance within 30 days of the receipt of
fully completed application, the proponent agency may proceed with the widening/expansion
under intimation to the State Forest Department, and the MoEF, Government of India.
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Forest Land
95.
Restrictions and clearance procedures proposed in the Forest (Conservation) Act
apply wholly to the natural forest areas, even in case the protected/designated forest area
does not have any vegetation cover.
96.
Since the proposed project does not involve acquisition of forest land, clearance from
Central Government is not required. However, they have to obtain NOC from regional forest
department prior to construction.
The Wildlife (Protection) Act 1972
97.
This act has great relevance to the proposed road project, as the state has the large
protected area network. The Wildlife (Protection) Act has allowed the Government to establish
a number of National Parks and Sanctuaries over the past 25 years, to protect and conserve
the flora and fauna of the State. There are four wild life sanctuaries and one national park in
the state. The impacts are negligible as the proposed road located away from these areas.
The Water (Prevention and Control of Pollution) Act 1974 (Amended 1988)
98.
The Water (Prevention and Control of Pollution) Act, 1974 resulted in the
establishment of the Central and State level Pollution Control Boards whose responsibilities
include managing water quality and effluent standards, monitoring water quality, prosecuting
offenders and issuing licenses for construction and operation of certain facilities.
The Air (Prevention and Control of Pollution) Act 1981 (As Amended in 1987)
99.
In the state, Sikkim State Pollution Control Board is empowered to set air quality
standards and monitor and prosecute offenders under the Air (Prevention and Control and
pollution) Act, 1981.
100. The responsibility for monitoring vehicular air and noise pollution lies with the State
Transport Authority (STA), not with the PCB. For water pollution and erosion, there is no
institutional set-up for the road sector.
101. The Government of India (Gol) standards for the discharge of pollutants to the
environment (Water and Noise standards) are listed under the Environmental Protection Act.
These standards apply mainly to the control of industrial pollution, with some applying to road
construction projects.
102. Before implementation of the project, it is mandatory requirement to get NOC from
Sikkim State Pollution Control Board.
103. In order to obtain an environmental clearance from the MoEF, "Public Hearing" was
previously mandatory, as per the MoEF notification, which came into effect on 10th April 1997.
However, a recent notification of the MoEF, dated 3 January 2001, exempts highway
widening/upgradation projects from public hearing.
The Noise Pollution (Regulation and Control) Rules, 2000
104. The Union Government has laid down statutory norms to regulate and control noise
levels to prevent their adverse effects on human health and the psychological well being of the
people. The rules titled Noise Pollution (Regulation and Control) Rules, 2000 have come into
force at February 14, 2000. Under the new regulation, different areas and zones are to be
identified as industrial, commercial, and residential or silence areas and anyone exceeding the
specified noise level would be liable for action. In industrial areas, the noise level limit during
the day time (6 am to 10 pm) is 75 decibels and during night (10 pm to 6 am) 70 decibels.
105. Similarly, for commercial areas day time limit is 65 decibels and night limit is 55
decibels. In the case of residential areas, the limits are respectively 55 and 45 decibels and for
the silence zones, 50 and 40 decibels.
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The Motor Vehicles Act 1988
106. In 1988, amendment of the Indian Motor Vehicle Act empowered the State Transport
Authority to enforce standards for vehicular pollution prevention and control. The authority also
checks emission standards of registered vehicles, collects road taxes, and issues licenses.
107. In August 1997, the “Pollution Under Control” (PUC) programme was launched in an
attempt to crackdown on the amount of vehicular emissions in the state. To date, is has not
been highly effective.
The Movement of Hazardous Chemicals
108. Movement of hazardous chemicals by road is governed by Central Motor Vehicle
Rules, 1989 (rules 129 through 137). Besides, regulations and precautions has to be taken
while transporting such goods, the rules stipulate availability of a Transport Emergency
(TREM) Card with the driver of the carrier which shall provide information on hazardous nature
of the chemical carried and also precautions required to handle emergencies such as spillage
and fire.
3.4.3
Environmental Administrative Framework
109. The MoEF has the overall responsibility to set policy and standards for the protection
of environment along with the Central Pollution Control Board (CPCB). This includes air, noise
and water quality standards and the requirements for the preparation of Environmental Impact
Assessment (EIA) statements for development projects. These standards are of significance
for the proposed project. The status of key environmental legislation in India is given in Table
3.8. Salient features of relevant environmental laws and regulations, including their
applicability to this project is given below.
Table 3.8: Statutes, Policies, Regulations and Responsible Agencies
Sl. No
Agency
Statute/Policy
Relevant objectives
1
Ministry
of
Environment
and Forests
Environment (Protection) Act
1986
To protect and improve the
quality of the environment and
to prevent, control and abate
environmental pollution
Forest
1927
To restrict deforestation by
restricting clearing of forested
areas
(Conservation)
Act,
Forest (Conservation) Act,
1980 (as amended in 1998)
Forest (Conservation) Rules,
1981
Environmental
Impact
Assessment Notification 1994
Environment Protection Rules,
1986
2
Pollution Control
Boards (State)
Water (Prevention and Control
of Pollution) Act 1974 as
amended in 1988
Air (Prevention and Control of
Pollution)
Act
1981
as
To ensure that appropriate
measures are taken to
conserve and protect the
environment
before
commencement of operations
To provide for the prevention
and control of water pollution
and the maintaining or
restoring wholesomeness of
water
To provide for the prevention,
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Sl. No
Agency
Statute/Policy
Relevant objectives
amended in 1987
control and abatement of air
pollution
and
for
the
establishment of Boards to
carry out these purposes.
3
Environment
and
Forest
Department
Wildlife (Protection Act), 1972
To protect wild animals and
birds through the creation of
National
Parks
and
Sanctuaries
4
Department of
Transport and
Motor Vehicle Rules, 1989
To check control vehicular air
and noise pollution
Department
Police
5
of
Archaeological
Survey of India,
Directorate
of
Archaeology
6
110.
Revenue
Department
Motor Vehicles Act, 1988
Rules of Road Regulations,
1989
Ancient
Monuments
Archaeological
sites
Remains Act, 1958
and
and
Land Acquisition Act, 1894
To regulate development of
the transport sector
To protect and conserve
cultural and historical remains
To
regulate
construction
activities near the monuments
and sites protected by the
Government
To set out rules for acquisition
of land by the Government
departments and agencies
Other guidelines available in respect of highway projects are:
Indian Road Congress IRC 104 : 1998
ADB Environmental Assessment Guidelines (2003)
ADB Environmental Assessment Guidelines of selected infrastructure projects
(2000)
ADB Environment Policy, the Operations Manual F1/BP and F1/OP (2003)
Ministry of Surface Transport 1995, now Ministry of Road Transport and Highways
(MORTH)
3.5
National Environmental Quality Standards
Air Quality Standards
111. In order to evaluate air quality and to design appropriate air pollution control systems, it
is necessary to know the concentration of various air pollutants. The guidelines issued by
CPCB on ambient air quality standards are reproduced in the Table 3.9. It needs to be
mentioned here that for HC, ambient air quality standards have not been specified.
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Table 3.9: National Ambient Air Quality Standards
Pollutant
Time
weighted
average
Sensitive
area
Industrial
area
Residential,
rural & other
areas
Method
measurement
Sulphur
Dioxide
(SO2)
Annual*
15 µg/m³
80 µg/m³
60 µg/m³
24
hours**
30 µg/m³
120 µg/m³
80 µg/m³
Improved West and
Gaeke
Method
Ultraviolet
Fluorescence
Oxides
of
Nitrogen as
NOx
Annual*
15 µg/m³
80 µg/m³
60 µg/m³
24
hours**
30 µg/m³
120 µg/m³
80 µg/m³
Suspended
Particulate
Matter
(SPM)
Annual*
70 µg/m³
360 µg/m³
140 µg/m³
24
hours**
100 µg/m³
500 µg/m³
200 µg/m³
Restorable
Particulate
Matter
(RPM) size
less than 10
µm
Annual*
50 µg/m³
120 µg/m³
60 µg/m³
24
hours**
75 µg/m³
150 µg/m³
100 µg/m³
Lead (Pb)
Annual*
0.5 µg/m³
1.0µg/m³
0.75 µg/m³
24
hours**
0.75
µg/m³
1.5 µg/m³
1.0 µg/m³
8 hours**
1.0 mg/m³
5.0 mg/m³
2.0 mg/m³
1 hour
2.0 mg/m³
10 mg/m³
4.0 mg/m³
Carbon
Monoxide
(CO)
of
Jacab & Hochheiser
Modified
(NaArsenite)
method
Gas
phase
Chemiluminescence
High
Volume
Sampler
(Average
flow rate not less
than 1.1 m³/minute)
Respirable
Particulate
Sampler
Matter
AAS Method after
sampling using EPM
2000 or equivalent
filter paper
Non - dispersive
infrared
Spectroscopy
Source: Central Pollution Control Board, 1997
Note: Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at
uniform interval, 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it
may exceed but not on two consecutive days
Water Quality Standards
112. The project that crosses waterways viz. rivers, canals, streams, etc can have
significant impacts on both surface and groundwater hydrology. A change in water hydrology
may affect the surface water quality as well as sediment transport, changes in water table,
water logging and changes in infiltration rates.
113. The excerpts from guidelines issued by CPCB (based on BIS standards) on primary
water quality have been reproduced in Table 3.10.
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Table 3.10: Guidelines of CPCB on Primary Water Quality
Designated
Use
Best
Class of Water
Drinking
water
source
(with conventional
treatment)
A
Outdoor
bathing
(organised)
B
Drinking
Water
Source
(without
conventional
treatment)
C
Propagation
Wildlife
D
of
Irrigation, Industrial
Cooling, Controlled
Waste
Criteria
Total Coliforms MPN/100ml shall be 50 or less
pH between 6.5 to 8.5
Dissolved Oxygen 6 mg/1 or more
Biochemical Oxygen Demand (BOD) 5 days 20°C 2
mg/1 or less
Total Coliforms MPN/100ml shall be 500 or less
pH between 6.5 to 8.5
Dissolved Oxygen 5 mg/1 or more
Biochemical Oxygen Demand (BOD) 5 days 20°C 3
mg/1 or less
Total Coliforms MPN/100 ml shall be 5000 or less
pH between 6.5 to 8.5
Dissolved Oxygen 4 mg/1 or more
Biochemical Oxygen Demand (BOD) 5 days 20°C 3
mg/1 or less
pH between 6.5 to 8.5 for Fisheries
Dissolved Oxygen 4 mg/1 or more
Free Ammonia (as N) 1.2 mg/1 or less
pH between 6.0 to 8.5
Electrical Conductivity at 25°C Max 2250µ mhos/cm
Sodium absorption ratio Max. 26
Boron, Max. 2 mg/1
E
Noise Standards
114. The MoEF has notified ambient noise level standards vide Gazette Notification dated
26th December 1989. It is based on the weighted equivalent noise level (Leq). These are
presented in Table 3.11.
Table 3.11: National Ambient Noise Standards
Area Code
*
Category of Zones
Limits of Leq in dB(A)
Day time*
Night time*
A
Industrial
75
70
B
Commercial
65
55
C
Residential
55
45
D
Silence Zone **
50
40
Day time is from 6 am to 9 pm whereas night time is from 9 pm to 6 am
**
Silence zone is defined as area up to 100 meters around premises of hospitals, educational
institutions and courts. Use of vehicles horns, loud speakers and bursting of cracking are banned in these
zones
115. As mentioned in section 3.1.5, these noise standards have been given the status of
statutory norms vide Noise Pollution (Regulation and Control) Rules, 2000. However, these
rules have changed the periods for „Day Time‟ and „Night Time‟ to 6 a.m. to 10 p.m. and 10
p.m. to 6 am respectively.
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4.
SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION
MEASURES
4.1
Introduction
116. This chapter presents key environmental issues associated with various aspects of the
proposed project. Identification and assessment of the potential environmental impacts are
based on secondary information supplemented by field visits. Impacts on various
environmental components have been assessed at four different stages namely:
the project location;
design;
construction; and
operation stages.
117. The implementation of a road project can cause environmental impacts that are short,
or long-term, and beneficial, or adverse, in nature. As it is further discussed, the overall longterm impacts will be largely beneficial. The proposed (Nayabazar to Namchi) road section will
have major positive impacts in regard to the socio-economic environment and quality-of-life
particularly in South and West Sikkim districts.
118. A few short and long-term negative effects, mainly at the construction and operation
stages, are, nonetheless, anticipated. These can, however, be kept in check through proper
planning and adopting Environment Friendly Road Construction methods and the appropriate
regulatory measures.
119. The present identification and assessment of impacts has been structured in
accordance with the sequence in Chapter 3 “Description of the Environment”. The project
activities are generally described first and the impacts are discussed thereafter.
4.2
Identification and Assessment of Impacts
Positive Environmental Impacts due to improvement of road section between Nayabazar and
Namchi in South Sikkim District
120.
The following are expected:
the improvement of the Nayabazar – Namchi section to intermediate lane will result in
reduction in travel time and lower vehicle operating cost i.e. per kilometre vehicle operating
cost from the general improvement work and an absolute saving in cost due to reduction in
fuel consumption and therefore exhausts, tyre and spare parts consumption can be
expected for the existing traffic.
It will also provide the better access to other parts of the state by connecting National
Highway 31C at Malli via. Nayabazar (which is a major route connecting state with West
Bengal and supply route of the State) and connecting state capital Gangtok. From
economic point of view, proposed road will enhance the trade and commerce between
Sikkim South and Sikkim West districts.
Improvement of proposed road, besides providing easier access to remote villages, can
also provide easier access to important religious or tourist sites in the area.
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Negative Environmental Impacts due to improvement of state highway section between
Nayabazar and Namchi in South Sikkim District
121.
The following are expected:
Improvement of project road may require cutting of road site trees that falls within
formation width i.e. 7.5 m. The cutting may reduce the ecological balance of the area
and also enhance soil erosion problem. Also, run-off from the road and the
rechannelisation of existing drainage may increase erosion; the road may become a
barrier to the natural movements of fauna; and the noise and air and water pollution
and disposal of waste, during construction, may negatively impact both local residents
and wildlife. These latter effects should, however, only be temporary/reversible.
There will be a number of quarries and other sources (to be identified) as suitable
sources for construction materials. The operation of these quarries, the transport of
material from quarry to construction site and the scars the quarries may leave on the
landscape once work is complete are, however, matters that must be carefully
addressed if negative impacts are to be minimised. Usefully, the operation of quarries
is an independent and already regulated activity. River sand is available in river Rangit
and will not be a problem as the river running parallel to proposed road. Negative
impacts on water quality of river Rangit in the form of silt deposition and runoff during
construction is expected. However, this is timely phenomenon and will be taken care by
controlled construction activities.
Also Improvements on road and construction of bridges (mostly small) may enhance
soil erosion, landslips and reduce the micro -level ecological balance of the area.
Construction will also disturb the habitation of a large number of fauna living in this
area. These should, however, be only temporary/reversible effects. The widening will
also require the cutting of trees (about 350).
Minor impacts of noise and air quality for those now living and workings close to the
project road (mainly at Namchi and Jorthong) will deteriorate during the construction
period and afterwards during operation.
122. The likely negative impacts of various aspects of project on the surrounding
environment are more fully described in the following sections.
4.3
Negative Impacts Related to Project Location, Preliminary Planning and Design
4.3.1
Location issues
123. There will be a requirement to establish construction camps and related contractor‟s
facilities, borrow pits and quarries. These must be located in environmentally sound and
socially safe areas. It is expected that construction materials for the road works will be mined
only from approved quarries. The following criteria must, however, be applied when locating
borrow areas:
-
borrow areas are not to be established in ecologically sensitive areas;
-
villagers are to be consulted in regard to the design and location of all borrow areas –
these should ensure the safety of local communities and, if possible, should incorporate
beneficial post construction features for the villages;
-
borrow areas are to be located away from the road and hill slopes as well as
settlements facing the road, so as to minimise visual impacts.
-
In case of reserve forest areas, construction facilities such as temporary workers camp,
hot mix plants, and concrete batching plant and stone crushers must not be be
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established in stretches that passes through reserve / protected forests. Consult forest
department / village forest management committees before locating temporary project
facilities such as construction camps and workers camp.
124.
In regards to the setting-up of construction camps for labourers:
-
these should be located at least 500 m away from settlements;
-
living accommodation and ancillary facilities should be erected and maintained to
standards and scales approved by the Engineer-in-Charge; and
-
toilets and urinals should be provided in accessible places away from the asphalt plant
and mixing yard.
125. There are no adverse impacts expected on historical places/monuments. However,
there few small shrines that exist along the road. Care must be taken to avoid any damage to
these
structures.
Also
earthworks,
as
associated
with
the
actual
road
construction/improvement works, or deriving from secondary sites such as quarries or borrow
pits, may reveal sites or artefacts of cultural/archaeological significance. In the event of such
discovery, the proper authorities should be informed and the requirement to take such action
should be incorporated in contract documents.
126. The most of the project road passes though forest areas. Since, improvement work will
be limited to the available ROW, no adverse impacts due to diversion of forest land. Also,
these forests are not categorised as protected forests. None the less the land clearing will
involve cutting of a large number of trees. Problem of soil erosion is expected in some
locations. There will not be any hydro-ecological impacts. To minimize loss of vegetative
coverage and/or trees and soil erosion the following mitigation measures will be adopted
during the detailed design and construction stage of the project:
i. The detail engineering design study will carry out for widening proposal in order to minimize
the need for tree felling or removal of vegetation.
ii. The detailed engineering design will identify areas prone to erosion and include land
stabilization as part of the design.
iii. The detail engineering studies and construction activities will strictly enforce the
environmental conditions put as part of the environmental clearance by the MoEF and
SPCB.
iv. The improvement of road will be done by adopting Environmental Friendly Road
Construction (EFRC) methods.
127. The improvements of the proposed road will largely be confined to the existing
alignment. At some locations, improvements to the geometry may involve cutting and filling
and the need to cut vegetation along most of the project road length. This will inevitably have a
more significant impact and this matter is discussed in the sections which follow.
128. In forests areas, it is particularly important that the road improvement works should
minimise environmental impacts from inadequate drainage and/or slope failures and should
assist in maintaining, or repairing, forest cover. Wildlife should be preserved and hunting will
be restricted completely.
4.3.2
Other Impacts deriving from the Project Preliminary Planning and Design
Process
129. During preliminary planning and design of this project, the Consultant should take into
account the need for:
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optimum siting and control of quarries;
reduced incidence of slope failures due to inadequate drainage;
providing adequate culverts/drains;
providing side-drainage structures;
mechanised construction methods and thereby, for example, reduced use of firewood
for heating bitumen;
maximising safety and thereby reducing traffic accidents;
reducing travel times and, thereby, fuel consumption and emissions;
increased accessibility for residents to education and health facilities, markets etc., and
for others who might come for tourist or other purposes; and
improving the socio-economic conditions of residents in the project areas of influence.
130. As part of the engineering works for this work, the following have been the guiding
principles in determining preliminary alignments and other matters concerning route. These
principles should be continued during any detailed design phase and, if this is not possible, the
appropriate adjustments should be made on site during the construction phase:
1
Environmental Issue
Alignment
2
Balancing cut and fill
3
Soil erosion
4
Dust and air pollution
5
Cultural heritage
6
Wildlife Habitat
Measures to be taken
Final alignment should be determined so as to minimise land
take, air pollution and the impact on people and animals and to
avoid unfavourable geological condition and cultural relics.
The design should attempt to equalise cut and fill. The
centreline should be aligned so that on all slopes below 60
degrees, half cut and half fill can be achieved.
Temporary and permanent drainage systems should be
designed to minimise the soil erosion.
Borrow sites, waste disposal sites and asphalt mixing sites
should be identified – keeping in mind environmental issues
such as dust.
Any archaeological sites identified along the alignment should
be excavated prior to construction.
Care should be taken in preservation of wildlife and
construction workers should be educated on wildlife protection.
4.4
Construction: Permits and Environmental Impacts to be taken into Particular
Account During Construction
4.4.1
Permits
131. As a mandatory requirement of Environmental Impact Assessment Notification, April
1994, by Government of India, any development activities should not be taken in any part of
country unless it has granted clearance from Ministry of Environment and Forests,
Government of India.
132. Highways are classified as one of the project, listed in said notification, which require
prior clearance. However, an amendment to this notification clarifies, that the highway
improvement project are excluded from this list unless they pass though environmentally
sensitive areas.
133. Indian Road Congress and Ministry of Road Transport and Highways published
guidelines for environmental considerations into highway projects. Accordingly, for the
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proposed road improvement project, implementing authority has to apply for the environmental
clearance from the regional office of ministry of environment & forests, located in Shillong.
134. At present, No clearances for any of the project road has been obtained so far. The
process is to ensure minimal negative environmental effects. Prior to applying for
environmental clearance, a number of resource-specific clearances and permits have to be
obtained. The following table outlines the type of clearances and permits and the authorised
bodies that issue them along with the procedures involved.
Sl. Clearance/
No. permit
Authorised
body
Procedures involved
Time
involved
1
Clearance
Regional
from Forest Office
of
Department MoEF,
Principal
Chief
Conservator
of
Forests,
Gangtok,
Sikkim
Detailed proposal in appendix specified in Approximately
Forest (Conservation) Act, 1980 along 6 months or
with project report and necessary details more
of tree felling. Local division office will
forward after joint verification of site and
preliminary scrutiny of proposal to PCCF
office for approval.
Joint verification and enumeration of trees
to be cut shall be done by division office
and after approval shall be allowed to cut.
2
NOC from
Sikkim
State
Pollution
Control
Board,
Gangtok
Application in prescribed form along with Between
project report and required fee shall be month to
submitted to pollution control board. After year
scrutiny of application if required,
concerned pollution control board shall
conduct public hearing in particular district
involving state authorities and forest
department and affected persons. After
fulfilling the requirement SPCB may issue
the NOC with specific conditions.
3
Clearance
Department
for
quarry of Geology
sites
and Mines,
Govt.
of
Sikkim,
Gangtok
4
Clearance
for blasting
Member
Secretary,
Sikkim State
Pollution
Control
Board
Submission of application for quarry site
to mining department. Department of
mines and geology after scrutiny of
application and consultation with forest
department and revenue department
together with site verifications will give
approval with specific conditions.
6
1
Takes
between
3
months
and
six months.
State Mining Detailed
application
with
blasting 2 to 6 months
department, locations and amount of blasting shall be
Gangtok
submitted to DoM. Mining department
may issue the conditional approval.
135. Any felling of trees requires forestry clearance and appropriate permits. The
procedures necessary to obtain such permits will require liaison with local territorial forestry
offices and their head office in Gangtok. No clearance is required for the use of surface sand
and stone from the river banks as for commercial purposes they can only be purchased in an
open auction carried out by the forestry office. It is imperative that all necessary clearances
and permits be obtained before commencement of work.
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4.4.2
Environmental Impacts to be Taken into Account During Construction
General
136. Spoil and waste generated at construction camps will need to be properly disposed,
otherwise it may create odour, other nuisances and disturb local drainage systems.
137. Quarries and borrow pit sites and the need for such have not been finalised. Localised
problems may, however, be expected at the finally selected sites. These problems may include
dust and noise pollution and respiratory problems to both workers and local residents.
138. The improvements to the road section may involve the cutting of some hill slopes and
the destruction of some trees. At few location amount of cut and fill work expected to be
significant mainly at curves and bridge locations. It also involves uprooting of trees. Debris
generated during hill slope cutting should be disposed off in proper places.
139. The likely environmental impacts from construction activities are summarised in the
sections follows.
Previous Experience: General
140. Virtually all road construction in state is through mountainous terrain. Slopes are steep
and frequently unstable. Much of Sikkim is geologically young, resulting in soft/fragile
substrates. Another complicating factor is the high monsoon rainfall throughout most parts of
the state. The above factors mean that states conditions are amongst the most difficult in the
world for road construction. Landslides frequently caused by inappropriate construction
techniques, slope instability, and inadequate drainage are major problems and are associated
with all types of road construction. It should, however, be noted that a significant number of the
landslides that occur in the vicinity of roads are caused by factors/features only indirectly linked
to the road itself – frequently, irrigation channels, logging, quarrying and cultivation practices.
141.
To control this, following measures are suggested by local environmental authorities.
logging immediately above roads should be restricted to reduce erosion/landslide
potential;
quarrying along road ROW should be restricted;
excavated material should be properly disposed of and not simply dumped downhill;
adequate reclamation (e.g. fertilisation and reseeding) along denuded ROW should be
implemented;
particular care should be given to providing adequate drainage;
careful supervision/training of blasting technicians is required; and
to the largest extent possible, care should be taken to avoid sacred and religious sites.
Previous Experience: Environmentally Friendly Road Construction
142. Previous studies (Border Road Organisation and CRRI) indicate the need to
incorporate the following measures as:
a better balance of cut and fill: with a prohibition on the dumping of spoil over the road
edge – thus minimising erosion;
more frequent use of retaining walls - to control landslips;
improved drainage - again so that erosion is minimised;
controlled blasting in rock-cut areas - to minimise erosion;
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use of bioengineering technique for slope protection: use of native species of plants
and shrubs for slope stabilisation.
143. These measures may increase the capital cost, but the benefits are deemed more than
sufficient to offset the increase in cost.
144. Unstable and uncompacted road embankment materials and exposed material in cut
can result in soil erosion, clogging of side drains and the spillover of rainwater runoff onto the
road surface and down slopes – all of these sometimes causing landslides, and hindering
traffic movements. These problems can be mitigated by maintaining the batter gradients as
specified in the MoRT&H guidelines. As far as possible, the existing vegetation on slopes
outside the immediate area of construction should remain undisturbed during construction
and/or upgrading. Bioengineering techniques should be used to prevent barren slopes and to
stop soil erosion and to protect the animals from grazing animals. Support structures should be
erected where slope failures are anticipated or may have occurred previously. Slope failures
should be monitored and remedial actions initiated at the earliest possible time.
Physical Environment
(i)
Topography, Geology and Soil
145. During the improvement works for the road section and because of the cutting of hill
slope, filling, the cutting of trees, stone quarrying, and construction of structures etc. the microlevel topography will change. With proper planning, these topographical impacts can be kept
within acceptable limits and sometimes even used to enhance local aesthetics. Any negative
impacts on topography (existing or new), particularly soil erosion due to a lack of drainage
facilities, will be minimised with the provision of proper drainage facilities such as culverts,
causeways etc. The overall impact on topography is, therefore, anticipated to be insignificant.
146. The terrain and geological conditions of area are such that, even with reasonable care
exercised during final design, during construction the interaction between proposed road
features and existing land features may reveal/result in significant land instabilities.
147.
During the construction phase the following restrictions should be imposed:
existing vegetation including shrubs and grasses along the road (except within the strip
directly under embankments or cuttings) should be properly maintained;
sites for quarrying, borrowing and disposal of spoils are to be confirmed according to
the applicable laws and regulations in the state and the practices followed in
recent/ongoing internationally funded road projects should be continued;
controlled and environmentally friendly quarrying techniques should be applied to
minimise erosions and landslides;
blasting should not be carried out during busy periods;
cut material should be disposed of in suitable depressions;
148.
It is also important to:
maintain adequate vegetative cover above and below the road;
maintain the natural course of water bodies (that is as far as possible) and avoid
throwing debris into stream courses;
construct proper drainage structures – this in order to prevent
saturated with water and hence susceptible to erosion;
soil from being
minimise the construction of hair-pin bends that are close to each other: as this often
adds to instability.
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149. Given the existence of high slope and high rainfall in almost entire project area and
weak geology in some areas, it is inevitable that some sites will face problems of erosion,
mostly debris slides.
(ii)
Erosion, Silt Run-Off and Landslides
150. Construction involving rock/soil cutting of hillsides may render hill slopes unstable and
increase vulnerability to landslides. The
blasting of rocks may also result in landslides.
151. All hill/soil cutting areas should be
revegetated as soon as construction activities
are completed. At more vulnerable locations,
selected bioengineering techniques should be
adopted - a combination of bioengineering
techniques and hard engineering solutions
such as rock bolting and the provision of bank
drains may be required. Solutions will,
however, need to be individually tailored by
the geo-technical/ environmental experts of
the Supervision Consultant. Fig. 4.1 shows
the typical landslide on project road.
Fig 4.1: Landslide prone location along the road
152. Excavation and earthworks should be mainly undertaken during the dry season when
the risks from erosion and silt run-off are least. The materials used for surface dressing will
consist of aggregates and gravel, which do not contain silt. Internationally accepted best
practice engineering approaches to minimise landslide and erosion risks and silt run-off will be
incorporated into contract documents and monitored during construction.
153.
In order to minimise erosion, silt run off and landslides, it will also be important to:
ensure that all embankment grades are not too steep and prone to erosion;
waste material is not thrown into nearby river Rangit and cross cutting water channels;
temporary retention ponds, interception drains, and silt traps are installed to prevent silt
laden water from entering adjacent water bodies;
the topsoil of borrow areas is preserved and used for re-vegetation;
borrow areas are provided with gentle side slope that are re-vegetated and connected
to the nearest drainage channel to avoid the formation of cess pools during the rainy
season;
control the disposal and ensure the vegetative stabilisation of spoil.
(iii)
Climate
154. The proposed improvement/construction works will be localised activities and the
Project should not have any significant impact on climatic conditions viz. rainfall, temperature
and humidity in the project area.
(iv)
Surface and Ground Water and Drainage and Hydrology
155. Given the presence of river Rangit and project road running parallel to this river, and
small streams crossing the project road, improvement of road may result in disruptions to the
natural hydrology and water mismanagement and lead to further problems of soil erosion.
156. The natural courses of Rangit River should, therefore, as far as possible be
maintained. Appropriate temporary diversions of cross water-courses may be made if
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necessary. These streams should, however, be brought back to their natural course as soon
as is possible. Disposal of construction debris in streams and rivers should be avoided. This
would disturb the water flow, cause siltation and also make the area look unattractive.
157. Minor impacts on water resources are expected during the construction phase. The
rehabilitation of existing bridges may also cause soil erosion and turbidity in downstream water
bodies. To mitigate this, river-bank slope stabilities should be monitored and, if necessary,
appropriate remedial measures applied throughout the construction period. If possible,
construction work at bridges should also be avoided during the rainy season. This should
minimise erosion and sedimentation.
158. The likely impacts of surface water movements are changes in the natural drainage
systems and downstream scour and erosion due to constriction in flows. If suspended solid
concentrations in the water are affected, this could also affect aquatic river ecology.
Construction activities could also lead to:
the temporary pollution of water bodies: from spillage of chemicals and oil at
construction sites and of waste from construction camps;
discharge of sediment-laden water from construction areas;
uncontrolled surface water discharge over the road edge: creating large–scale erosion
on down-slopes.
159.
To mitigate these impacts the following should be implemented:
chemicals and oils should be stored in secure, impermeable containers, and disposed
of well away from surface waters;
no vehicle cleaning activity should be allowed within 300 m of water bodies/ drains;
construction camps should be equipped with sanitary latrines that do not pollute surface
waters;
the work on bridges and culverts should be limited to dry seasons, when many of the
smaller streams will have low water - water diversion works can thus be minimised and
the original course restored immediately after the work has been completed;
drivers should be made aware of diversions and other works at bridge construction
sites; - this is particularly important at night, if accidents are to be avoided;
drainage structures should be properly designed to accommodate forecast discharges;
side drain waters must be discharged at every available stream crossing so that the
amount of discharge water is minimised and minimal erosion occurs at the water
outlets;
lined drainage structures should be provided;
where an increased discharge of surface water endangers the stability of the water
outlet, erosion protection measures such as bioengineering measures, ripraps, check
dams etc. should be incorporated;
in areas with high water tables, seepage may occur and side drains and up-slope catch
drains must always been lined - this so that no surface water can penetrate into the
subsoil; and
all debris and vegetation, clogging culverts should be regularly cleared.
160. Ground water pollution most frequently occurs when a disposal site contains chemical
substances, which are leached out during precipitation and then percolate to the ground water
table. It is envisaged that no such materials, in any substantial quantity, will be used in this
project. Negative impacts on ground water quality are, therefore, not anticipated - neither
during the construction nor operation phases.
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(v)
Air Quality
161. During construction, and at the micro-level only, air quality may be degraded for short
periods. This will occur from: (i) the exhaust emissions from the operation of construction
machinery; (ii) fugitive emissions from brick, concrete, and asphalt plants; (iii) the dust
generated from the haulage of materials, exposed soils and material stockpiles, (iv) cutting and
filling of hill slope, (v) cleaning of the road, (vi) material loading, (vii) unloading and (viii)
blasting activities. The impact is, however, expected to be localised, temporary and confined to
construction areas.
162. Negative air quality impacts during construction are likely to result from three main
sources, viz. (i) emissions from construction equipment, including delivery trucks; (ii) fugitive
dust from earth-moving operations and demolition; and (iii) localised increased traffic
congestion in construction areas.
163. The negative impacts on air quality during construction stage can be classified as in
Table 4.1. There are two types of pollution, dust pollution and pollution from harmful gases.
Table 4.1: Impact on Air Quality during Construction Stage
Impact
Source
1
Generation
Dust (SPM)
of
Cutting of slopes towards hillsides
Transportation and tipping of cut material - while the former will occur
over the entire stretch between the cutting location and disposal site, the
latter is more location specific and more intense;
Blasting operations;
Activation of landslides and rock falls etc.;
Transportation of raw materials from quarries and borrow sites;
Stone crushing, handling and storage of aggregates in asphalt plants;
Site levelling, clearing of trees, laying of asphalt, construction of bridges;
Concrete batching plants;
Asphalt mix plants – due to the mixing of aggregates with bitumen; and
Construction of structures and allied activities
2
Generation
of
polluting
gases
including
SO2,
NOx and HC
Hot mix plants;
Large construction equipment, trucks and asphalt producing and paving
equipment;
The movement of heavy machinery, oil tankers etc. on steep slopes will
cause much higher emissions of gases;
Toxic gases released through the heating process during bitumen
production; and
Inadequate vehicle maintenance and the use of adulterated fuel in
vehicles.
164. On the Nayabazar-Namchi road, it is expected that air quality will be affected to some
minor extent by dust and particulate matters generated by construction, vehicular movements,
site clearance, earth filling and material loading and unloading. The impacts are, however,
expected to be localised, temporary and confined to construction areas. Care should,
however, be taken at sensitive urban locations so that harmful impacts can be minimised.
165. As it is expected that Suspended Particulate Matter (SPM) levels will increase during
construction, certain mitigation measures are suggested in order to bring down these levels to
prescribed standards – or, as far as is possible. The following actions should be implemented:
there should be regular check-up and maintenance of construction equipment - the
idling of engines should be discouraged and machinery causing excessive pollution (i.e.
visible clouds of smoke) should be banned from sites;
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mixing plants i.e. asphalt, concrete, and bricks, should be operated within the
permissible limits of CPCB, and be located away from settlements;
the contractor should submit a dust suppression and control programme to the PWD
prior to construction – this plan should detail actions to be taken to minimise dust
generation and identify equipment to be used;
vehicles delivering loose and fine materials should be covered to reduce spills;
controlled blasting should be carried out and such only with the prior approval of the
site Engineer and, if required, PWD;
bitumen emulsion should be used wherever feasible, and
bitumen heaters should be used and the use of wood for fuel discouraged or prohibited.
(vi)
Noise Levels
166. The existing noise in the project area is not a problem. Expect Nayabazar and Namchi
an i.e. settlement location, noise is under limits. During the construction period, noise will be
generated from the operation of heavy machinery, blasting works, the haulage of construction
materials to the construction yard and the general activities at the yard itself. There are no
sensitive locations within 500 m of the proposed alignment. However, at settlement locations,
adequate noise barriers should be provided to control the increased noise during construction.
Concrete mixing and material movements will be primary noise generating activities and, most
likely, will be uniformly distributed over the entire construction period. These construction
activities are expected to produce noise levels in the range of 80 – 95 dB(A). Piling, if
necessary, will also cause vibration. Noise and vibration from this source will be unavoidable
but the impact will only be temporary and will only affect people living or working near piling
locations. In construction sites within 500 metres of a settlement, noisy operations should
cease between 22:00 and 06:00 hrs. Regular maintenance of construction vehicles and
machinery must also be undertaken to reduce noise. The impact and sources of noise and
vibration are summarised in Table 4.2.
Table 4.2: Likely Impact on Noise Quality in the Vicinity of Project Area
Impact
Source
Increased
Noise
Levels
causing
discomfort to local
residents, workers
and local fauna
Mobilisation of heavy construction machinery;
Accelerations/decelerations/gear changes – though the extent of
impact will depend on the level of congestion and smoothness of
the road surface;
Use of blasting to cut into hill sides;
Excavation work for foundations and grading;
Construction of structures and other facilities;
Crushing plants, asphalt production plants; and
Loading, transportation and unloading of construction materials.
167. Typical noise levels associated with various construction activities and equipments are
presented in Table 4.3 below:
Table 4.3: Typical noise levels of principal construction equipments
(Noise Level in db (A) at 50 Feet)
Clearing
Structure Construction
Bulldozer
Front
end
80
Crane
75-77
72-84
Welding generator
71-82
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Clearing
loader
Structure Construction
Jack hammer
81-98
Concrete mixer
74-88
Crane with ball
75-87
Concrete pump
81-84
Concrete vibrator
76
Excavation and Earth Moving
Air compressor
74-87
Bulldozer
80
Pneumatic tools
81-98
Backhoe
72-93
Bulldozer
80
72-84
Cement
trucks
Dump truck
83-94
Front end loader
72-84
Jack hammer
81-98
Dump truck
83-94
Scraper
80-93
Paver
86-88
Front
loader
end
and
dump
83-94
Grading and Compaction
Landscaping and clean-up
Grader
80-93
Bulldozer
80
Roller
73-75
Backhoe
72-93
Truck
83-94
Front and end loader
72-84
Paving
Paver
86-88
Dump truck
83-94
Truck
83-94
Paver
86-88
Tamper
74-77
Dump truck
83-94
Source: U.S. Environmental Protection Agency, noise from Construction Equipment and Operations.
Building Equipment and Home Appliance. NJID. 300.1.Decemember 31, 1971
168. The noise levels indicated for various construction activities/equipment, while far
exceeding permissible standards, will occur only intermittently and be only temporary. Despite
this, these extremely high sound levels present a real risk to the health of workers on- site.
169. Since the anticipated post-construction volumes of traffic on the project road is
expected to be low, impacts from higher noise levels will have little significance even though
present noise levels in these areas are low. In these areas, the noise produced during
construction will also not have a significant impact, if proper mitigation measures are taken.
Mitigation Measures should include:
construction machinery should be located away from settlements;
careful planning of machinery operation and the scheduling of such operations can
reduce noise levels. The use of equipment emitting noise not greater than 90 dB(A) for
an eight-hour operations shift and, when possible, the siting of construction yards at
least 500 metres from residential areas should be adhered to;
controlled blasting should only be carried out with prior approval from the Engineer in
charge;
contractors should be required to fit noise shields on construction machinery and to
provide earplugs to the operators of heavy machines;
blasting should be conducted only during day-light hours; and
only controlled blasting should be conducted.
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(vii)
Topography and Appearance
170. Construction activities of the project roads will bring permanent changes in the locallevel topography and appearance of the project site. There will be a loss in aesthetic beauty of
the project area mainly due to the earthwork. However this is usually a temporary phenomenon
limited to the construction stage and the stage immediately following it. Proper re-vegetation
activities and natural resumption of site stabilization generally bring back the previous look of
the area. The following table elaborates potential effects on the topography and appearance
and appropriate mitigation measures.
Construction
activity
Potential effect on
topography and
appearance
Scarring of landscape from
cutting
and
potential
landslides (short term and
long term) may be caused.
There
may
be
minor
permanent changes in the
landscape.
Scarring of landscape and
potential landslides (rock
slides/falls). There may be
permanent changes in the
landscape.
1
Clearing
of
vegetation
and
cutting of hillside
for widening of the
road
2
Stone quarrying
4
Earthwork
from Scarring of landscape due to
borrow areas
unearthing activities. Minor
but permanent changes in
landscape
5
Waste disposal
6
Establishment
labour camps
Disposal of cut soils and
debris at improper locations
such as hillside below the
road will make the area look
untidy and unattractive
of Disposal of waste and litter
at improper locations and
deforestation for fire-wood
will make the area look dirty
and unattractive.
Mitigation
Cut material should be used to
widen the road or disposed off at
proper disposal sites.
Cut slopes should be revegetated immediately after
widening activities.
Stone quarrying should only be
undertaken in legally approved
areas.
Controlled
and
environmental friendly quarrying
should be carried out to minimise
land slides and erosion
Borrow areas should be in legally
approved locations. As soon as
construction
activities
are
complete, they should be revegetated and brought back as far
as possible to their previous
appearance.
Cut off material should be used to
widen the road or disposed of at
proper disposal sites
Provision and allocation of proper
waste disposal bins and sites are
required. A supply of cooking gas
should be provided by the
contractor to eliminate the use of
fire wood.
Ecological Resources
(i)
Wildlife
171. The existence of rich bio diversity and micro climatic conditions, the state is home to a
number of important wildlife species. However, in project area presence of wild animals is very
rare. Also, project road travels through foothills; it will not have any impacts on movement of
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wild animals. Though no studies of the impacts of development activities on wildlife have been
conducted in state so far, the work on this road may have low-level impacts on wildlife.
172. The improvement works to the existing alignment, usefully should involve minimal tree
felling and hence cause little impact. However, some section of the project road passes
through dense forests, construction work in this area may, may have impacts on presence of
wildlife.
173. Some indirect ecological degradation may also occur from wildlife poaching, by
construction workers and outsiders due to greater accessibility and as a result of increased
local demands for food resulting from road construction activities. In order to avoid such
impacts the contract document should include the following:
project staff and work crews should not be allowed to have fire-arms and animal traps
etc.;
construction facilities such as workers camp, construction camp, hot mix plant, batching
plant should be located at least 1 km away from the forest stretches.
employment agreements should specify heavy penalties for illegal hunting, trapping and
wildlife trading – all other ancillary works should also agree not to participate in such
activities;
(ii)
Vegetation
174. The project mostly passes though the forest area of West Sikkim Forest Division. The
density of vegetation in forest is 0.4 to 0.5. Removal of the existing vegetative cover and the
uprooting of trees (about 350) is an unfortunate activity, which will reduce the ecological
balance in the areas. This will also affect the wildlife habitat and enhance soil erosion. A total
of approximately 57000 sq m (3 m strip for entire length 19 km) of scrub forests and vegetation
will probably be removed for improvement of road between Nayabazar and Namchi. The loss
of vegetative cover will mostly be permanent and only some might be revived through
mitigation efforts. Another impact from road construction activities and deriving from the
cutting of hillsides, quarrying, preparation and transfer of stone chips and other earthwork, is
the accumulation of dust on the surrounding vegetation. This will leads to deterioration of the
vegetative health, which in turn will affect the ecology as well as the aesthetic beauty of the
area. Induced impacts may result from the following:
increased forest harvesting for fire-wood, construction timber, forage, medicinal plants
and other products;
increased earth and rock extraction;
construction crew demands for wood as a fuel and for building materials;
construction crew demands for food and recreational hunting and fishing;
175. To minimise negative impacts on the vegetative cover the contract documents should
specify that:
all wood building material for workers‟ housing should be brought from outside the
project area;
workers should be supplied with non-wood fuels such as kerosene or liquefied
petroleum gas for the duration of the contract;
all contract equipment and plants should be cleaned to the satisfaction of the project
engineer in charge prior to their relocation to project sites;
during site clearance, care should be taken to ensure that the minimum area of
vegetation area is affected;
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the water sprinkling of trucks used as construction vehicles should be properly and
regularly undertaken, so that dust deposition problem on vegetation are minimised.
176. It is estimated that about 350 trees of dense forests will need to be removed for
widening of the road. Generally only part of the removed vegetation can be revived. Revival
can be maximised by applying the following methods:
clearing only the necessary amount of vegetation from the project sites;
re-vegetation of the slopes above and below the road - plant species that would
enhance soil conservation are bamboo and Kew grass – they should also be help to
prevent erosion and landslides.
Human Use Values
(i)
Land use and Settlements
177. Field reconnaissance surveys of the project roads were conducted in month of August
2006. These, amongst other things, assessed environmental and social conditions. Particular
note was made of likely sensitive issues. In the project area, the relocation of structures will
only be required at a very few locations. In these areas, most structures which may require to
be removed are, moreover, made of light materials i.e. compacted earth, timber and
corrugated iron sheets. The widening options, however, been devised so as to cause
minimise destruction of structures.
178. A census survey conducted along the protect road found that there are no structures
affected due to widening of road. If required a short resettlement plan will be prepared (will be
included separately as R&R part). The affected people will be compensated and rehabilitated
as per the provisions of the Resettlement Plan.
179. There will be negligible land acquisition as the proposed widening will be
accommodated within existing ROW i.e. 27 ft either side of the road.
180. At certain locations on the road, and mainly at bridge sites, traffic may have to be
temporarily diverted from the existing carriageway while construction is in progress. In these
situations, temporary traffic diversions may sometimes be managed within the ROW. In other
instances, traffic may have to be diverted across adjacent private land, in which case
compensation must be paid for any loss of crops or the replacement of damaged fences or
structures. In other situations, most frequently not at bridge sites, for example when bitumen
surfacing is in progress, it may be required to close the road temporarily. In these
circumstances, adequate radio and press releases should be made beforehand and a
date/time given for the re-opening.
181. Most construction should, however, be undertaken during the dry season when few
crops are planted. Losses should, thereby, be minimised.
182. On all project road and post construction it is likely that there will be some escalation of
land prices. This is a market phenomenon which cannot really be controlled and is in many
ways it is a good thing. It is an indication of the increased wealth of local residents. There
however also be labour shortages and actions can be taken to prevent or minimise this. The
provision and encouragement of rural enterprise development schemes by Government and
NGO‟s in rural areas will help to reduce rural - urban migration.
(ii)
Health, Safety and Hygiene for Construction Workers
183. Construction of the road will inevitably result in the generation of waste. In isolated
places, the amount of waste generated may be greater than normal because of substandard
subsoil materials, which will need to the replaced.
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184. The Contractor will be required to control the construction site, keep it clean and
provide facilities such as dust bins and dust collectors for the temporary storage of all waste.
This waste should be stored adequately to avoid the pollution of water supplies and water
sources and to avoid dust formation. The Contractor should be responsible for the safe
removal and/or storage of all waste in order to prevent environmental pollution of any type that
may be harmful to people or animals.
185. All necessary safeguards should be taken to ensure the safety, welfare and good
health of all persons entitled to be on the sites and to ensure that works are carried out in a
safe and efficient manner. The personnel working at vulnerable site locations should wear
safety helmets and strong footwear. It should be ensured that all workmen and staff employed
on site use proper safety equipment – for example, eye protectors, ear plugs, safety helmets,
the designated safety equipment when working over water - and that proper rescue equipment
is available. Fire extinguishers and first-aid equipments shall be kept at all sites.
186. Inevitably, injuries may occur. At the construction camps and at all workplaces, first
aid equipment and nursing staff should, therefore, be available.
187. The construction camps are anticipated to house up to 300 people for two to three
years. With this concentration of people, the potential for the transmission of diseases and
illnesses will increase.
188.
The main health and safety risks during construction will arise from:
inadequate sanitation facilities in worker camps;
introduction of sexually transmitted, and other diseases, by immigrant workers; and
outbreaks of malaria, typhoid, cholera etc. amongst the labour force.
189. The following actions should be undertaken at construction camps and stipulated in
construction contracts:
the contractor should be required to submit and obtain approval for a health and safety
plan prior to the commencement of work;
there should be provision of adequate health care facilities; and
workers should be required to undergo pre-employment medical screening and
treatment (if required) and periodic health checks thereafter.
190. Additionally, the project should support a public health education programme for
workers and villagers covering road safety, malaria, hygiene, and sexually transmitted
diseases. The district health departments should participate in monitoring and education of
communities and workers affected by the project.
(iii)
Nuisance to nearby properties
191.
Nuisance to nearby properties is likely to result from:
noise and vibration from mechanical devices and construction plant;
dust during quarrying, construction and the trafficking of new surfaces prior to sealing;
gaseous emissions from heavy equipment; and
fumes from asphalt boiling sites.
192. Much of the project road pass through forest areas and presently air/dust pollution is
not a major issue. Nonetheless, there should be regular watering of the road surfaces or the
application of emulsion coats near villages, where dust is a nuisance. Noise generating
equipment such as power generators and concrete mixers should be kept away from
populated/commercial areas. Provisions should also be incorporated into the contract to
require the use of dust suppression measures.
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(iv)
Interference with Utilities and Traffic
193. On the project road, utilities interfere with the ROW at few locations. There are,
however, few locations of electricity and telephone cables that will have to be moved prior to
construction. This should not be a major problem.
194. Traffic may experience minor delays when diverted around active construction areas,
but will be more severely hampered at the locations where temporary road closures are
necessary. Such may, however, be unavoidable. Danger points should have proper signs
indicating the nature of the problem envisaged. All signs should be distinct and visible.
(v)
Community Impacts
195. There will be minor widening work on entire road length - in which case the
resettlement problem will be only minor or nil.
196. A public consultation process has been undertaken as part of the IEE study. A series
of meetings were conducted involving officials of executing agencies, PWD, District Rural
Development Officials, Forest department officials, likely affected persons and village heads in
the project area. The list of the officials/persons consulted is provided in Chapter 6. Most of
the people interviewed strongly support the project. The people living in all the project areas
expect the different project elements to facilitate transport, boost economic development and
thereby provide directly, or indirectly, benefits to themselves.
197. Construction camps may, however, put stress on local resources and the infrastructure
in nearby communities. In addition, local people may raise construction-process related
grievances with the workers. This sometimes leads to aggression between residents and
migrant workers. To prevent such problems, the contractor should provide the construction
camps with facilities such as health care clinics, places of worship and occasional
entertainment. The use of local labourers during the construction will, of course, increase
benefits to local peoples and minimise these problems. Whenever possible, such people
should be employed.
198. Construction activity will, however, inevitably impact community resources, often
adversely. Religious sites and places of public entertainment are particularly vulnerable,
though the owners of the latter will probably welcome the increased, albeit temporary,
patronage.
(v)
Quality of Life
199. The impact of the improvements of project road on the socio-economic environment
will be significantly beneficial. Improved access and reduced travel times and costs will be
major stimuli to economic growth, particularly in rural areas. The better access of agricultural
goods to market will be particularly important and a major contributor to poverty reduction.
200. Increased labour mobility will also occur. This may, however, have both positive and
negative impacts. Increased access is a two-way phenomenon, and the corollary to increased
access to the project areas is increased access for the residents of these areas to more urban
life-styles. Out-migration may, in fact, be the principal outcome. There is also the likelihood of
the relocation of homes and businesses to new road-side locations.
201. During construction, benefits to local people can be maximised if the contractor recruits
construction workers locally. Where possible, he/she should also not discriminate in the
employment of women.
202. The long-term effects of these roads on poverty reduction are, consequently, expected
to be significantly positive.
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(v)
Construction Materials
203. The use of proper sources for stone and aggregates has become a major issue in most
states. Historically, stone has been collected from the roadside or from shallow surface
workings. Small quarries on steep slopes are often enlarged by blasting or excavation at the
base. This is dangerous and can cause slope failures. Roadside stone collection continues in
some districts despite its proven negative impacts on road safety and stability. Sand and
gravel are often obtained from river deposits. Jurisdiction over stone and aggregates is shared
between the “Geological Survey of India” and the “State Forest Department”. The “Geological
Survey of India” issues licences for major mineral developments. The “Forest Department”
issues permits for stone quarrying and for sand and gravel extraction. This is largely because
these are mostly found on forest lands. Roadside quarrying is officially discouraged, but
unofficially continues, invariably by petty contractors.
204. Road maintenance, repair and new construction will continue to cause large demands
for construction materials. There is a clear need for a better materials supply policy in each
district, both to minimise environmental impacts of small-scale, poorly managed operations
and to improve the quality and reliability of supply. In some districts, it may be appropriate to
develop centralised quarries, if an operator can be attracted. In any case, pre-designation of
sources would give contractors a level playing field for bidding and minimise incentives for
environmentally damaging cost cutting.
205. As a prior requirement of projects every quarry and borrow area: should be subjected
to a site specific environmental investigation; should work according to an approved plan; and
should be left in a safe condition or restored to a productive land use. Subject to these
conditions, obtaining construction materials for projects will not cause unacceptable impacts.
206. Quarry and borrow pits may be filled with rejected construction waste and afterwards
should be given a vegetative cover. If this is not possible, then the excavated slopes should be
filled in such a way that they resemble an original ground surface.
(i) Mitigation for Quarries
aggregates should be sourced only from licensed quarry sites that comply with
environmental and other applicable regulations;
occupational safety procedures/practices for the work force and as per law should be
adhered to in all quarries;
quarry and crushing units should be provided with adequate dust suppression
measures – there should, for example, be water sprinkling in work areas and along the
approach roads to quarry sites;
there should be regular monitoring of the quarries by concerned authorities - such to
ensure compliance with environmental management and monitoring measures.
(ii)
Mitigation of Borrow Areas
prior approval should be obtained from concerned authorities and all local
environmental regulations be complied with;
within all identified borrow areas, the actual extent of area to be excavated should be
demarcated with signs and access to the operational area controlled;
borrow pit plant and machinery should conform to EPA noise emission regulations;
protective gear, for example earplugs, should be provided to the workforce exposed to
noise levels beyond threshold limits and there should be proper rotation of such
personnel; and
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all operation areas should be water sprinkled to control dust levels to national ambient
air quality standards.
207. The project will require large amounts of bitumen or bitumen emulsion. This will, most
likely, be supplied in drums. These empty bitumen drums are generally recycled as steel
sheeting, or used in road construction as parapets or for bank stabilisation. When supplied and
used in this manner, bitumen is not regarded as a significant environmental hazard.
208. The project will require the import, transport and use of fuel and oils. Minor diesel spills
are common in region, especially around fuel stations. The project provides an opportunity to
assist the PWD and contractors in improving fuel handling practices so as to minimise future
fuel spillage.
4.5
Environmental Effects Related to Operation
4.5.1
Noise Vibration, Air Pollution, Runoff, Spoils of Hazardous Materials
209. The current low traffic flows along the project road is expected to increase because of
improved economic activities associated with better access. The larger numbers of vehicles
will be an additional source of noise and gaseous emissions. Traffic volumes will, however,
remain low and this should not be a significant impact. Repairs to culverts and new drainage
work will eliminate/reduce the soil erosion problems presently caused by poor cross drainage.
Also, the situation will remain especially good because this road pass through area that are
largely forested and trees and plants have the capacity to absorb gaseous as well as noise
pollutants. Bioengineering techniques may also help to absorb pollution.
210. The project road is linked to national highway via Melli and Nayabazar and Namchi,
which carry a variety of goods and materials. With the envisaged improvements, it is
envisaged that overall road safety will improve. There will consequently be a reduced risk of
accidental spillages. Improving safety is an important concern of the present project.
4.5.2
Land Use and Settlements
211. The likely impacts on land use and settlement patterns are limited. Improved access
will inevitably lead to increased in and out migration, but this is likely to occur gradually and
over a prolonged period. There will be time for new residential areas to be established. There
may, however, be a need to control ribbon development.
212. Since most of the project road passes through the hilly terrain, no major change along
the project road have been observed. However, clusters of houses / huts were attracted
towards road from deep forests. The improvement in road conditions will further attract the
forest communities to settle along the road. This might lead to ribbon development. However,
no major development is expected due to terrain conditions.
Social Impacts
213. The likely social impacts can be divided into benefits that occur to local society and
other benefits, in terms of improvements to the wider quality-of-life. Specific benefits to local
people will include:
easier communication;
easier access to markets (both internally and regionally) with savings in travel times
and costs;
enhanced market efficiency through better distribution and accelerated deliveries etc.,
improved access to health, education and other social services,
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employment generation;
improved technical skills; and
enhanced economic activity.
214.
Likely adverse social impacts will include:
increased chances of exposure to communicable diseases, particularly during
construction;
influxes of new settlers leading to increased pressure on natural resources causing
hardship to local communities relying on local/forest resources; and
rural-to-urban migration causing labour shortages in the depleted rural areas and other
negative impacts in the urban areas.
4.6
Potential Environmental Enhancement /Protection Measures
215. In order to improve the environment the following measures should be taken during
construction.
4.6.1
Sanitation and House Keeping at the Labour /Construction Camps
a)
Site Selection
construction camps should be located 200 - 500 m away from existing habitations the living accommodation and ancillary facilities for labourers should be erected and
maintained to standards and scales approved by the Engineer-in-Charge;
all sites used for camps should be adequately drained and they should not be
subjected to periodic flooding; and
camps should be located such that drainage from and through the camps will not
endanger any domestic or public water supply.
b)
Water Supply
an adequate and convenient water supply, approved by the appropriate health
authority, should be provided in each camp for drinking, cooking, bathing and laundry
purposes;
potable water supply systems for labour camp occupants should be as per the design
approved by local public health/engineering departments and meet the water quality
standards as prescribed by the WHO. In addition, the design of water system facilities
should be based on the suppliers and the Engineer-in-Charge‟s estimates of water
demands;
the drinking water system must be monitored in accordance with water quality
parameters as prescribed by the WHO. Any water supply system used for cooking
purposes that is drained seasonally should be cleaned, flushed, and disinfected prior to
use. Furthermore, a water sample of satisfactory bacteriologic quality, i.e. a sample
showing not more than one coliform bacteria per 100 ml sample, should be obtained
before such systems are placed into service; and
at all construction camps and other workplaces, good and sufficient water supply
should be maintained to eliminate the chances of waterborne/water-related/waterbased diseases and to ensure the health and hygiene of the workers.
c)
Toilet Facilities and Hygiene
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within the precincts of every workplace and accommodation unit, latrines and urinals
should be provided in an accessible place, as per standards set locally. Where
flushing systems cannot be provided, all latrines should be provided with a dry-earth
system, which should be cleaned at least four times daily and at least twice during
working hours and kept in a strict sanitary condition. Receptacles should be tarred
inside and outside at least once a year;
toilet facilities adequate for the capacity of the camp should be provided - each toilet
room should be located so as to be accessible;
a toilet room should be located within 200 feet of the door of each sleeping room and
no toilet should be closer than 100 feet to any sleeping room, lunch area or kitchen;
and
an adequate number of urinals should be provided.
d)
Waste Disposal
the sewage system for the camps should be designed, built and operated to the
satisfaction of the concerned public health engineering department, so that no health
hazard occurs and no pollution to the air, ground or adjacent watercourse takes place compliance with the relevant legislation must be strictly adhered to;
garbage bins should be provided in the camps and regularly emptied and the garbage
disposed off in a hygienic manner to the satisfaction of relevant norms; and
on completion of the works, all such temporary structures should be cleared away, all
rubbish burnt, excreta tank and other disposal pits or trenches filled in and effectively
sealed off and the outline site left clean and tidy to the entire satisfaction of the
Engineer-in-Charge.
e)
First Aid
injuries may inevitably occur and it is, therefore, pertinent to provide first aid facilities
for all workers - at construction camps and at all other workplaces first aid equipment
should be provided;
adequate transport facilities for moving injured persons to the nearest hospital should
be provided and these should be in a ready-to-move condition;
all first-aid units should have an adequate supply of sterilised dressing material and
should contain an appropriate selection of other necessary appliances.
f)
Maintenance
all buildings, rooms and equipment and the grounds surrounding them should be
maintained in a clean and operable condition and should be protected from rubbish
accumulation;
all necessary means should be employed to eliminate and control any infestations of
insects and rodents within all parts of the labour camps - this should include approved
screening or other control of outside openings in structures intended for occupancy or
food service facilities;
each structure made available for occupancy should be of sound construction, should
assure adequate protection against the weather, and should include essential facilities
to permit maintenance in a clean and operable condition – the comfort and safety of
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occupants should be provided by adequate heating, lighting, ventilation or insulation
and, when necessary, the facilities to reduce excessive heat; and
each structure made available for occupancy should comply with the requirements of
local building codes – though this should not apply to tent camps.
4.6.2
Guidelines for identification of Debris Disposal Sites
216.
The locations of dump sites should be selected in such a manner that:
residential areas are not located downwind of these locations;
dump sites do not contaminate any water sources, rivers etc.;
dump sites have capacity at least equal to the amount of debris to be generated;
public perceptions about the manner and location of debris disposal are obtained and
taken into consideration before finalising locations; and
permission from the head of the village/community is obtained.
a)
Precautions to be Adopted during Dumping of Debris/Waste Material
217.
The contractor shall take the following precautions while disposing off waste material:
during site clearance and disposal of debris, the contractor should take full care to
ensure that public or private properties are not damaged/affected and that traffic is not
interrupted;
the contractor should dispose off debris only to identified places or with prior
permission of the Engineer-in-Charge of works;
the contractor should only dispose of debris from the improvement of public utilities
after the proper consent of villagers and approval of the Engineer-in-Charge of works;
in the event of any spoil or debris from the sites being deposited on any adjacent land,
the contractor should immediately remove all such spoil debris and restore the affected
area to its original state to the satisfaction of the Engineer-in-Charge of works;
the contractor should at all times ensure that all stream/river courses and drains within
and adjacent to the site are kept safe and free from any debris;
when dust is likely to be created, and to dampen stored materials during dry and windy
weather, the contractor should apply effective water sprays – this should also occur
during the delivery and handling of materials;
materials having the potential to produce dust should not be loaded to a level higher
than the side and tail boards of a truck and should be covered with a tarpaulin in good
condition;
during the cutting of hills and disposal of debris, proper warning signs should be
installed to the satisfaction of the Engineer-in-Charge of works;
any diversions required for traffic during the disposal of debris should be provided with
traffic control signals and barriers and after discussions with local people and the
permission of the Engineer-in-Charge of works;
during debris disposal, the contractor should take care of surrounding features and
avoid any damage to them;
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while disposing debris/waste material, the contractor should take into account the wind
direction and location of settlements to ensure that any dust problems are avoided; and
adequate arrangements should be made to ensure that debris/waste material is
disposed of to the nearest designated dumping site - reports on this activity should be
provided regularly by NGOs/ Village Society Heads.
4.6.3
Rehabilitation Plan for Quarry/Borrow Pits
218.
The following are important:
the objective of the rehabilitation programme should be to make the quarry/borrow pit
sites safe and secure areas. Securing borrow pits/quarry sites in a stable condition
should be a fundamental requirement of the rehabilitation process. This can be
achieved by filling the quarry/borrow pit floor to approximately the access road level;
from the outset there should be a restoration plan, which should influence all day-today
quarrying activities; and
land-use planning considerations should be taken into account when defining devising
and finalising restoration works and these should take into account the need to
preserve the environment and, if possible, to generate income for local communities.
219.
Other criteria which should be followed when rehabilitating quarry/borrow pits arequarries and borrow pits should be used to dispose of rejected construction waste and
covered with a vegetation. If this is not possible, the excavated slopes should be
smoothed and depressions filled in such a way that they look, more or less, like an
original ground surface;
during the execution of works, the contractor should ensure: the preservation of trees
and stock-piling of materials; the spreading of stripped material to facilitate water
percolation and to allow natural vegetation growth; the reestablishment of previous
natural drainage flows; the improvement of site appearance; the digging of ditches to
collect runoff; and the maintenance of roadways. Once works are complete, the
contractor should restore the environment around the work site to its original state;
the immediate surroundings of quarry or borrow pits should be developed as a low
maintenance reserve, with significant areas of native trees and shrubs and areas of
longer grass and tussocks forming open spaces. If required, walkways around the
borrow site should be constructed. Provisions for future drive-in picnic areas and/or car
parking areas may be provided.
4.6.4
Use of Explosive and Blasting
220. The Contractor should follow the explosive guidelines according to the PWD (PIU)
Blasting Manual. In particular the following points are important:
controlled blasting only should be undertaken - this to limit the volume and extent of
rock throw;
the contractor should keep in his site offices copies of laws applying to supply,
transportation, handling, storage and use of explosives and should supply one copy of
each of these laws to the Engineer-in-charge;
the contractor should submit to the Engineer-in-charge, the details of the explosives
that he/she proposes to use and his/her proposals for their storage and/or transport to
site;
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explosives should be used in accordance with the recommendations of applicable
regulations of the PWD(PIU);
explosives should be stored under proper security at a safe distance from the road and
at least 300 metres from any inhabited premises;
the contractor should use explosives for blasting in connection with the work only at
such times and places and in such a manner as the Engineer-in-Charge may approve such approval should not, however, relieve the contractor from his/her responsibility for
injury, loss, inconvenience and annoyance to persons, damage to works and adjoining
or adjacent structures, road, places and other things;
the contractor should obtain all necessary permits and pay all necessary fees for the
acquisition, storage and use of explosives and explosive accessories;
the contractor should appoint a responsible person or persons to order and receive
explosives on site and to be responsible for all blasting activities on site;
the contractor should provide an approved system of warning the public (including road
traffic) and site personnel of an impending blast by both audible and visible means and
should ensure that the blasting area is cleared of all personnel immediately prior to
blasting;
the contractor should keep a current inventory of all explosive and explosive
accessories obtained and used and submit a monthly report to the Engineer-in-Charge,
detailing the usage of all explosives and explosive accessories by date and location;
the contractor should be entirely liable for any accident that may occur and should
save the employer harmless and indemnified from all claims arising;
the contractor should give warning each time of his intention to blast and should station
personnel on the roads and elsewhere with flags, horns and whistles and prevent
persons, animals and traffic entering or remaining within the danger zone;
the contractor‟s supervisor in charge of blasting operations should have a current
license valid for all types of blasting required including restricted blasting, and the
license should be made available to the Engineer-in-Charge for verification;
in areas, where it is necessary to restrict blasting in order to protect installations of
significance or whenever blasts within 400 m of any public utilities are required, the
contractor should provide cover to the area to be blasted, to the approval of the
Engineer-in-Charge and the authority concerned, to prevent damage by flying debris to
such services; and
after blasting no person should approach the danger zone until the blasting site has
been examined by the licensed supervisor or other responsible person and, in the case
of misfires, before proper precautions have been taken.
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5.
INSTITUTIONAL ASSESSMENT AND ENVIRONMENTAL MONITORING
PROGRAMME
221. The environmental management and monitoring mechanism required to ensure that
the project implementation is carried out in accordance with the due regards to environment.
These includes major environmental issues and associated impacts, suggested mitigation
measures, implementation and supervising responsibilities, a monitoring plan and institutional
assessment and training requirements for successful implementation of the mitigation
measures.
5.1
Environmental Management and Monitoring Plan
222. In the previous chapters we have dealt with various environmental impact and
mitigation measures associated with the road development. Adaptation of appropriate
mitigation measures during design, construction and operation stages shall reduce the
negative impacts of the project to acceptable limits.
223. Keeping in view various environmental issues associated with road improvement, an
environmental impacts and mitigation matrix including time frame and the implementing
responsibilities has been worked out and presented in Table 5.1. A generic Impact and
Mitigation Matrix applicable to road project is provided for various stages of project. Site
specific impacts and mitigation measures at construction stage are worked out and presented
separately for proposed road section i.e. Nayabazar to Namchi section.
224. Environmental Monitoring Plan forms the basis for verifying the extent of compliance
during the implementation and operation stages of the project.
225.
The objectives of an Environmental Monitoring Programme are:
to evaluate the performance of mitigation measures proposed in IEE;
to provide information which could be used to verify predicted impacts and thus
validate impact prediction techniques;
to suggest improvement in environmental mitigation measures if required ;
to provide information on unanticipated adverse impacts or sudden change in impact
trends;
226. Table 5.2 gives a generic monitoring plan for the road sector development. However,
depend on ground realities these need evaluation. Monitoring requirements for project road is
given in Table 5.3.
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Table 5.1: Environmental Impact and Mitigation Matrix for Project Road
(Note: A common Impact and Mitigation matrix applicable to road project is provided for various stages of project. Site specific impacts
and mitigation measures at construction stage are mentioned for proposed road section i.e. Nayabazar to Namchi section.)
Project
Stage/Activity
Potential Impacts
Mitigation Measures
Location
Responsible party Implementation
Responsible party
- Monitoring
1. General Matrix applicable to all road sections
1.1 Preliminary Planning and Design Stage
1.1
Widening
options of project
road
Location on agricultural land,
dense forests, wildlife habitat,
unstable sites and religious/
cultural sites.
Change in widening option
determined during the feasibility
stage changing the scope or
scale of environmental impacts
predicted in the IEE.
Widening
on
other
side
of
agricultural land, dense forests,
wildlife habitat and unstable sites.
Widening
should
avoid
religious/cultural sites.
Additional environment studies for
new alignments (if required).
Entire project length
PIU
(PWD)
/Consultant
PIU (PWD)
1.2 Location of
construction camps
and
contractor
facilities
Location
in
inappropriate
locations such as close to the
local community, community
drinking water source etc.
Construction camps should be
located at least 500m away from
community areas and away from
water resources, and at least 1 km
away from reserve / protected forest
stretches.
Village
Forest
Management
Committees should be consulted
before locating temporary project
facilities.
Project
sites
construction
PIU
(PWD)
/Consultant
PIU (PWD)
1.3 Location
quarry sites
of
Location in un approved areas,
forest areas etc.
Only government approved quarry
sites should be planned for project
use
Quarries should not be located in the
locations of reserve / protected forest
stretches.
Environmentally
and
technically
suitable
sites near the project
road
PIU
(PWD)
/Consultant
PIU
(PWD)
/Department
of
mines
1.4 Location
borrow pits
of
Location in unstable areas or
close to village
Location in environmentally sound
areas and away from villages
Borrow areas should not be located
in the locations of reserve / protected
Environmentally
and
technically
suitable
sites and near the
project road
PIU
(PWD)
/Consultant
PIU (PWD)
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Project
Stage/Activity
Potential Impacts
Mitigation Measures
Location
Responsible party Implementation
Responsible party
- Monitoring
forest stretches.
1.5 Obtainment of
appropriate
NOC/permits
Delays in processing permits
causing further delay in initiation
of project construction
Processing of NOCs/permits on a
timely basis.
PIU
(PWD)
/Consultant
ADB
1.6 Preparation of
project
detailed
design and contract
bidding documents
Exclusion
of
environmental
management
and
mitigation
measures hence lack of EFRC
during construction
Incorporation of
all
mitigation
measures into the project detailed
design
and
contract
bidding
documents
PIU
(PWD)
/Consultant
ADB
1.7 Removal
encroachment
along road.
Loss of livelihood and structures.
Compensation against loss of
structures
and
should
be
rehabilitated as per the provisions of
resettlement plan.
locations
where
resettlement required
PIU
(PWD)
/Consultant
ADB
1.2.1 Removal of
dense
vegetation
and uprooting of
over 350 trees
Change
in
micro
level
habitat/environment. Soil erosion.
Scarring of landscape.
Removal
of
only
necessary
vegetation. Re-vegetation of the left
and right boundary of the road with
suitable soil conserving plants
immediately after earth removal
activities.
Compensatory afforestagtion in the
available land @ 1:2 ratio in
consultation with forest department
Area of the ROW
Contractor / Forest
Department
PIU (PWD)
1.2.2 Quarrying
Landslides
(rockslides/falls),
scarring of landscape
Use of environmental
techniques of quarrying.
Quarry sites
Contractor
PIU (PWD)
1.2.3 Crushing of
stone and transport
of
stone
and
materials.
Dust pollution for construction
labourers and local vegetation.
Air pollution from machinery and
vehicle exhaust. Noise pollution
and disturbance to nearby
wildlife.
Water sprinkling of stone crushing
site. Proper coverage of vehicle
transporting stone and material.
Regular maintenance of machinery
and vehicles. Conduction of stone
crushing and transportation activities
only during the day.
Stone crushers should be located
away from settlements and forest
stretches.
Stone crushing sites
and road construction
Contractor
PIU (PWD) /Mining
department
of
1.2 Construction Stage
friendly
IEE: Section SK-02
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Project
Stage/Activity
Responsible party Implementation
Responsible party
- Monitoring
Contractor/PIU
(PWD)
PIU (PWD)
Contractor
PIU (PWD)
camps
Contractor
PIU (PWD)
Undertake appropriate remedial
actions in coordination with relevant
government and local agencies.
Construction camp and
sites
Contractor,
(PWD)
Inadequacy of environmental
management
measures
or
deviation
from
the
EMP
measures mentioned in the
contract documents.
Strictly following and implementing
the EMP measures mentioned in the
contract documents and maintaining
proper documentation of measures
taken.
Construction camp and
sites
Contractor
PIU (PWD), ADB
Air pollution from emissions.
Noise and vibrations causing
disturbance to residents and
wildlife. Contamination of soil and
water resources due to poor
drainage.
Bio engineering techniques to
absorb air pollution and block out
noise.
Periodic cleaning of drains.
Along the road
Contractor, PWD
PIU (PWD) /Local
Traffic Police
Potential Impacts
Mitigation Measures
Location
1.2.4 Establishment
of
construction
camps
Deforestation and poaching by
labourers.
Improper
waste
disposal. Loss of aesthetic
beauty. Health issues.
Provision
of
cooking
gas.
Contractual
agreements
should
include penalties for poaching.
Provision of proper waste disposal
facilities as well as health facilities.
Construction
sites
1.2.5 Operation of
machinery
and
equipment
and
general activities of
labourers
Spillage/leakage of chemicals
and oil and contamination of soil
and water resources. Injury to
labourers. Respiratory problems
from
dust
and
machinery
emissions. Hearing problem due
to high level of noise. Traffic
delays and congestion.
Proper storage and handling of
chemicals and oil. Provision of
adequate
facilities
such
as
construction
hats,
facemasks,
earplugs, gloves etc. Provision of
well equipped First Aid Kit and health
facilities.
Preparation of traffic
control plans, proper maintenance of
road surface to allow smooth flow of
traffic.
Construction site
1.2.6 Water supply
for
construction
activities and labour
camps
Disruption of water supply of
local communities
Independent arrangements be made
for requirements for construction
work in such a way that water
availability and supply to nearby
communities remains unaffected
Construction
and work place
1.2.7 Unexpected
environmental
problems/calamities
(eg. flash floods)
during construction
activities
Destruction of constructed road
and road furniture, injuries, loss
of lives and property,
1.2.8
Implementation of
EMP
during
construction.
camp
PIU
PIU (PWD)
1.3 Operation Stage
1.3.1 Movement of
vehicles
IEE: Section SK-02
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Project
Stage/Activity
Potential Impacts
Mitigation Measures
Location
Responsible party Implementation
Responsible party
- Monitoring
2. Site Specific impact matrix applicable to Nayabazar – Namchi road section
2.1 Construction Stage
2.1.1 Cutting of hill
slope and earth
removal
from
borrow areas
Soil erosion and landslides.
Scarring of landscape due to
improper disposal of debris. Dust
pollution. Disruption of local
drainage. Siltation in nearby
water river Rangit and hence
negative effects on aquatic
ecology.
Cutting activities during dry season.
Use of cut and fill method. Disposal
of debris / spoil material at approved
disposal site (to be identified during
detail design stage). Use of bio
engineering techniques to maintain
stability of slope above and below
ROW. Avoid placing hairpin bends
very close to each other as it
enhances erosion. Proper revegetation
of
borrow
areas.
Provision of appropriate drainage
structures/facilities.
Entire road section,
which is geologically
weak zone. Locations
of hairpin bends /curves
Landslide locations at
km 12 to 13, 18.5
Contractor
PIU (PWD)
2.1.2 Removal of
dense
vegetation
and uprooting of
trees
Change
in
micro
level
habitat/environment. Soil erosion.
Scarring of landscape.
Removal
of
only
necessary
vegetation. Re-vegetation of the
space available on left and right
boundary of the road with suitable
soil conserving plants immediately
after earth removal activities.
Removal of trees should be
compensated with planting new trees
@ 1:2 ratio on available space along
the road.
Entire project length
that passes through
dense forests
Contractor / Forest
Department
PIU (PWD)
2.1.3 Construction
of
culverts
and
bridges
Disruption of local stream/river
course and aquatic hydrology.
Construction during dry season.
Provision of appropriate drainage
facilities and river/stream diversion
structures.
Entire
road
length
parallel to Rangit river,
bridge/culvert
construction locations
along the road i.e. km
2.55
Contractor/
(PWD)
PIU (PWD)
2.1.4
activities
Injury
to
labourers.
pollution and air pollution.
Steep
and
locations
Contractor/
PIU(PWD)
Acronyms:
Blasting
Noise
Provision of adequate facilities such
as construction hats, facemasks, ear
plugs, gloves etc. Provision of well
equipped First Aid Kit and health
facilities.
PIU: Project Implementation Unit, PWD: Public Works Department, ROW: Right of Way
EMP: Environment Management Plan, ADB: Asian Development Bank
rocky
PIU
PIU(PWD)
IEE: Section SK-02
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Table 5.2: Typical Environmental Monitoring Plan
Environmental
Aspect to be Monitored
Features
A. Physical Environment
i) Air and Noise
Level of SPM, SO2 and NOx
Noise levels on dB (A) scale
ii) Topography and
Soil
Number and scale of soil erosion
and landslide sites.
Number of properly bioengineered
sites.
iii) Water Bodies
Concentration of sediments and
presence of construction debris.
PH, BOD, COD, DO, TDS, MM,
NO3 and Coliform
Length of line drainage structures
constructed and strengthened.
Length of damaged or missing line
drains.
Total number, type and lengths of
cross drainage structures including
bridges constructed or
strengthened
Number of weak cross drainage
structures.
iv) Geology and
Seismology
Number of rock slides.
Time and Frequency of Monitoring
Before starting of any construction activities.
Once in every section while construction is
ongoing.
Once after completion of construction activities.
Before starting of construction activities.
Once a year during construction activities.
Once after completion of construction activities
thereafter once every year for the next 5 to 10
years depending on budget availability.
Once every summer during construction
activities.
Once after completion of construction activities
and thereafter once every year for the next 5 to
10 years depending on budget availability.
Before starting of construction activities.
During construction activities in the vicinity of
each water body.
Once after completion of construction activities.
Same as above.
During construction activities in the vicinity of
each water body.
Before starting of construction activities.
Once after completion of construction activities.
Before starting of construction activities.
Once a year during construction activities
Once after completion of all construction
activities.
Before starting of construction activities.
Once after completion of construction activities.
Before starting of construction activities.
Once a year during construction activities.
After completion of construction activities.
Location
Responsible party
At selected locations
PIU, PWD
Full length of project road
where work will be
undertaken
PIU, PWD
Wherever bio-engineering
technique have been done
PIU, PWD
Major water bodies and
perennial streams
PIU, WPD
Full length of project road
PIU, PWD
Full length of project road
PIU, PWD
Full length of project road
PIU, PWD
Full length of project road
PIU, PWD
Full length of project road
PIU, PWD, DoM&G
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Environmental
Features
Aspect to be Monitored
Number of cases of illegal
quarrying or mining
B. Ecological Resources
i) Flora
Total area of vegetative cover
Total number of trees
Average tree density
Number of cases of illegal tree
felling
ii) Fauna
Wild Animals
Approximate number of animals
seen, frequency of presence.
Months and time of sighting.
Location of sighting
C. Social Environment
Number of accidents amongst
i) Health
construction workers.
Number of accidents due to moving
traffic amongst local community
members
ii) Travel time
Time taken to travel within each
road section.
Number and extent of travel delays
iii) Traffic count
CVC and speed delay
Time and Frequency of Monitoring
Location
Responsible party
Once a year after completion of construction
activities.
Entire project length.
PIU, PWD, DoM&G
Before starting of construction activities.
Once after completion of construction.
Same as above.
Before starting of construction activities.
During construction (once a year per section)
Once after completion of construction activities
and thereafter once every year for 5 to 10 years
depending on budget availability.
Once a year during construction activities
Once after completion of all construction
activities.
Entire project section
PIU, PWD, Forest
Department
Full length of project road
PIU, PWD, Forest
Department
Full length of project road
PIU, PWD, Forest
Department
Before starting construction activities.
During construction activities (through out the
year).
Once after completion of construction activities
and thereafter once every three years.
Full length of project road
PIU, PWD, Forest
Department
During construction activities.
All construction sites along
project road
All villages along project
road
PIU, PWD, Contractor,
local health officials,
PIU, PWD, Contractor,
local health officials,
Full length of project road
PIU, PWD, Contractor,
local health officials,
Full length of project road
PIU, PWD, Contractor,
Full length of project road
PIU, PWD, Contractor
Before starting construction activities.
Once a year during construction activities.
Once every year after completion of construction
activities.
Before starting construction activities.
After construction activities and thereafter once
every year for the next 5 to 10 years depending
on budget availability.
During construction activities (throughout the
year).
3 day hourly count annually three years during
operation period
IEE: Section SK-02
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5.2
Institutional Assessment
227. The proposed North Eastern State Roads Project has been initiated and is being
carried out by the Ministry of Development of North Eastern Region (MDONER), Government
of India. The responsibility for effective implementation of all project activities will be Public
Works Department of each State.
228. Public Works Department (PWD), Government of Sikkim is responsible for
implementation of project activities related to improvement of present project road i.e.
Nayabazar to Namchi section.
229. For the projects related to road improvement and maintenance, the PWD has separate
Road and Bridge Department and the project will be implemented by R&B Department with
external consulting assistance. The R&B department provides its services though a network of
divisional and circle offices.
230. At present, there is no specific cell within PWD to look after environmental aspects of
road development. The planning, design and monitoring work is being co-ordinated by Chief
Engineer‟s office and divisional office is looking after the execution of plans and projects. The
Assistant Executive Engineer at the divisional office is the responsible person to look after
environmental consequences along with road engineering aspects. He is the responsible
person who interacts directly with the forest departments, pollution control board, getting
necessary clearances and implementing and monitoring of the environmental safeguards.
Assistant Executing Engineer is supported by the Junior Engineer based at sub-division office.
Additionally, time to time assistance from private environmental experts is being taken to carry
out the work related to environmental impact assessment etc. The existing capacity of the
executing agency is inadequate and need to be enhances to implement and monitoring of the
environment mitigation measures proposed in IEE.
231. The proposed project will be implementing by a “Project Implementation Unit (PIU)”
comprising of a project director and a contract management specialist. They will be
responsible for monitoring all activities resulting to present project. During implementation this
PIU will be supported by Construction Supervision Consultant (CSC) in detailed project
preparation and implementation of the project. To look after environmental mitigation
measures and monitoring, the PIU will have environmental management cell consist of
executive engineer (environment). With appropriate training and exposure, this setup would
become competent to implement the EMMP. The setup may be further modified and
strengthened, as the project is implemented. The Environmental Cell of the PIU and
environmental officer of CSC will ensure that all the EMMP would be implemented fully and
that it will prepare regular progress reports for transmission to the regulatory authority by
certifying that the relevant environmental measures have been complied with during project
implementation.
232. Additional assistance, to strengthen the environmental capacity of the PWD might
usefully, however, be provided in the form of training in social and environmental issues and
long term monitoring.
233. A mitigation plan will be included in the construction contract and the contractor will
responsible for its implementation. The PWD will monitor the implementation of these
mitigation measures by the contractors through environmental officer of its appointed Project
Management Consultant and engineer in charge at site. It is these site engineers that are
responsible for the field level monitoring of new and ongoing road projects.
234. The PIU (PWD) will bear full responsibility for ensuring that the project complies with
the best environmental practices and meets the mitigation and monitoring requirements
described in the Environmental Report. Both social and environmental parameters related to
the project would be monitored.
IEE: Section SK-02
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235. During construction the likely impacts will also be required to be monitored. The likely
changes in the quality of various parameters such as Air and Water Quality, and Noise levels
should be monitored periodically - say once every four months and during pollution causing
activities.
236. The State Pollution Control Board, Gangtok and Directorate of Environment & Forests,
Gangtok are two organisations in the state providing training on environmental monitoring and
are responsible to check the pollution control activities. These agencies are better staffed and
equipped.
5.3
Training
5.3.1
Need for Training
237. The PWD‟s present environmental and social expertise should be augmented as soon
as possible – this in order to enable the PWD to:
integrate social and environmental issues into its day-to-day operations; and
internalising environmental and social issues in its future road development projects.
238. In order to achieve this goal, the personnel need to be trained in road development and
environmental management and the effective implementation of environmental issues.
5.3.2
Targets of Proposed Training
239.
The training programme should:
expose senior members (CE, SE, EE) of the PWD to environmental and social issues
associated with road projects; and
train and equip members of the PIU, AE and JE responsible for processing
environmental clearances and site JEs with the expertise and tools needed to
implement and supervise environmental mitigation measures.
240. The senior members of the Environmental/PIU might then be given the additional
responsibility for active dissemination of the culture of environmental/ social consciousness
and ethics within the rest of the PWD.
241. In order to disseminate environmental experiences gained, each staff member would
be required to maintain good records and prepare dissemination notes on specific issues and
problems encountered and resolved, and how the experience gained could be integrated into
future road projects.
242. Once the staff of the Environmental/PIU have received training and have gained
experience in the implementation of mitigation measures, they should be ready to resume a
leadership role within the PWD in providing training and in implementing future projects.
Competent members of the PWD should be offered additional environmental training and
should be encouraged to train other staff.
5.3.3
Training Components
243.
Training of the senior staff should be carried out in the following fields:
Understanding of relevant environmental regulations, environmental assessment
procedures and evaluation of environmental assessments carried out by consultants,
244. The training of staff of the PIU, the JE responsible for processing environmental
clearances and site engineer‟s should encompass the following:
understanding of relevant environmental regulations and their application to road
projects,
IEE: Section SK-02
61
environmental management practices in mountain/hilly road construction and
maintenance;
major project environmental impacts;
options for mitigation measures and their implementation: methods for incorporating
these in design and the roles for construction supervision and monitoring,
duties and responsibilities of the Contractors, Supervision Engineers, Supervision
Consultants and the Environmental/PIU,
public/ community consultation and its role during the formulation and implementation
of the project;
the need for liaison with other departments and relevant agencies such as the forest
department, SPCB;
supervision of the implementation of mitigation measures during construction and
operation and the resolution of environmental and social issues and their reporting;
monitoring during construction and operation;
monthly and quarterly report preparation and submission;
the preparation of dissemination notes, the holding of workshops and the training of
other staff.
245.
Specific training would also be required in:
wildlife protection and biodiversity;
slopes stability and vulnerability of landslides;
sitting criteria for “dump” sites;
the disposal of debris;
environmentally sound construction work; and
the concept of bioengineering.
5.4
Environmental Monitoring Cost
246. It is expected that the construction period will be about two to three years. The costing
has been done on the basis of unit rate and depends on the construction period. The expected
cost of the environment mitigation and monitoring is US $ 32,515. The details of the cost are
given in Table 5.3.
Table 5.3 Environmental Monitoring / Mitigation Cost
Sl. No.
1
Parameters / Components
Parameter to
Guidelines
be monitored
Air Monitoring:
SPM, SO2,
Nayabazar to Namchi (3 times in a NOx
year for 3 years)
In forest locations during
construction (3 times in a year for 2
year)
Unit
Cost
(US $)
High volume
sampler to be
200
used and
located 50 m
200
from the
construction site
Total
Cost
(US $)
1800
1200
IEE: Section SK-02
62
Sl. No.
2
3
4
Parameter to
Guidelines
be monitored
Parameters / Components
Unit
Cost
(US $)
Water Monitoring:
Nayabazar to Namchi (3 times in a
year for 3 years)
Groundwater samples at
construction camps (2 times in a
year for 2 year)
PH, BOD,
COD, DO,
TDS, MM,
NO3 and
Coliform
Analyse as per
the standard
100
methods for
examination of
100
water and waste
water
Noise Monitoring:
Nayabazar to Namchi (3 times in
a year for 3 years)
At forest locations (3 times in a
year for 2 years)
Noise levels
on dB (A)
scale
Using an
integrated
noise level
meter kept at a
distance of 15
m from the
construction
site
Total Monitoring Cost (A)
Bioengineering Cost:
Nayabazar to Namchi (about 1/3rd of road length
has been considered) i.e. 6 km
5.
Opening, running and restoration of stone
quarry/sand extraction pits along the entire project
length
6.
Gabion walls (ave. height 4 m) along landslide
locations
7.
Dust Suppression along the entire project length
8.
Solid Waste management during entire project
period
Total Mitigation Cost (B)
9.
Training & Mobilisation
10.
Facilities and Equipments - Logistics support with
monitoring kit for air, water and noise monitoring
(2 sets)
Total
Cost
(US $)
900
400
50
450
50
300
5,050
IRC Code of
Practice and
MoRT&H
manual
IRC Code of
Practice and
MoRT&H
manual
IRC Code of
Practice and
MoRT&H
manual
IRC Code of
Practice and
MoRT&H
manual
As per MoEF
guidelines
2,000/km
12,000
200/km
Engineering
cost
TBD
Engineering
cost
120/km
2280
100/month
1500
15780
As per modules
developed by
PWD
As per CPCB
requirements
LS
5000
2000/set
4000
Total Training and mobilisation Cost (C)
9000
Total Environmental Cost (A+B+C)
29830
PMC & Agency Charges @ 6% on total
1790
Contingency@ 3% on total
895
Total Budgeted Cost US$
32515
IEE: Section SK-02
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6.
PUBLIC CONSULTATION AND INFORMATION DISCLOSURE
247. In accordance with the ADB‟s Initial Environment Examination guidelines, public
consultation were held, as part of IEE study with beneficiaries, local /government officials,
community leaders, NGO‟s, stakeholders in corridor of impact and people likely to be effected
due to the project on various issues affecting them and incorporation of various measures
pertaining to environmental issues based on the responses from the people.
248. Since only improvement of existing road with widening to intermediate lanes is
envisaged - in this case the resettlement problem will be negligible. Also, improvement work
will be limited to existing ROW, therefore, there will not be any forest land or private land
acquisition.
6.1
Objectives of Consultations
249. The process of public participation / consultations was taken up as an integral part of
the project in accordance with IEE requirements. The objectives of these consultations are:
To educate the general public, specially potentially impacted communities / individuals
and stakeholders about the proposed project activities;
To familiarize the people with technical, environmental, social and economic issues of
the project for better understanding;
To solicit the opinion of the affected communities / individuals on environmental issues
and assess the significance of impacts due to the proposed development;
To foster co-operation among officers of PWD, forest department, the community and
the stakeholders to achieve a cordial working relationship for smooth implementation of
the project;
To identify the environmental issues relating to the Road Improvement Project;
Assess the views of the beneficiary community and their willingness to participate in
the project in a bottom up planning and decision making process;
To secure people‟s inputs in respect of project planning, selection of mitigation
measures and monitoring strategies;
To ensure lessening of public resistance to change by providing them a platform in the
decision making process;
To inculcate the sense of belongingness in the public about the project.
6.2
Methodology for Consultations
250. Consultation with the stakeholders, beneficiaries, and community leaders were carried
out using standard structured questionnaires (given as Attachment 2) as well as unstructured
questionnaires. In addition, personal discussions with officials, on site discussion with affected
stakeholders, and reconnaissance visits have also been made to project area.
6.2.1
Identification of Stakeholders
251. Stakeholders were identified to ensure as wide a coverage as possible of the project
area as follows:
Households in the project area including potential Project Affected Persons
Local voluntary organisations / Non-government Organizations (NGOs)
Government agencies / forest department
Community leaders
IEE: Section SK-02
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252. Questionnaire survey/discussions were designed to obtain background information and
details of general environmental issues that concern people in the project area. In addition,
environmental issues were discussed with relevant organizations, government officials,
beneficiaries, community leaders and experts.
253. The official consultation with the Stakeholders was initiated in second week of June
2005 at respective offices in state head quarter Gangtok and will continue till execution.
Various officials consulted include Conservator of Forest, Wildlife Warden, Environmental
Officer from pollution control board, statistical officer etc. The various issues discussed are:
1. Statistics of forests cover in the State and its legal status i.e. Reserved, Protected,
Unclassed;
2. Requirements of Forest Department to carryout project activities within forest areas;
3. Flora and Fauna and endangered species in the State;
4. Scope of the proposed road development, IEE and likely impacts on flora & fauna;
5. Major threats to flora & fauna in the state;
6. Procedure to get clearance from forest department and NOC from pollution control board;
7. Environmental Quality parameters i.e. Air, Water, Noise quality in the State and major
sources of pollution;
8. Instructional capacity of state authorities in pollution control and environmental
management;
9. Socio-economic conditions and likely impacts on due to proposed road improvement;
254. The list of officials / people contacted along with the venue, issues raised, date of
consultation is presented on Table 6.1. Names of additional officials consulted during field
investigations in the month of August 2006 are also included in the list.
Table 6.1: List Of Officials Consulted & Issues Discussed During Field Visit
Sl.
No.
Name of
Official
Consulted
Department
Issue discussed
Date
Existing conditions of state roads,
Major problems of State roads,
Treatment to landslides, Flora & fauna
& road safety
15th June
2005
1
Mr. D.T. Lepcha
Chief Engineer, PWD
Sikkim, Gangtok
2
Mr. Amrit Singh
Add. Officer, State Aids
Control Society, Sikkim,
Gangtok
HIV/AIDS status of state, preventive
and care activities in state, active
NGO's in control activities
15th June
2005
3
Director
Directorate of Economics &
Statistics, Govt. of Sikkim,
Gangtok
Economic indicator in the State, Likely
impacts of NESRP on economy of
State
15th June
2005
PCCF cum Wildlife Warden,
Directorate of Environment
& PCCF office, Govt. of
Sikkim, Gangtok
Chief Conservator of
Forests, Directorate of
Environment & PCCF office,
Govt. of Sikkim, Gangtok
Scope of IEE, Impacts on Wildlife and
forest, Wildlife status in state, flora &
fauna species, Environmental aspects
of hilly roads
Scope of IEE, Impacts on Wildlife and
forest, Wildlife status in state, flora &
fauna species, Environmental aspects
of hilly roads
4
Mr. T.R. Poudyal
5
Mr. Manjeet
Singh
15th June
2005
15th June
2005
IEE: Section SK-02
65
6
Mr. C.S. Rao
Conservator of Forests
(Working Plan), PCCF
office, Gangtok
Details of Flora & Fauna, Forest
Resources, Scope of IEE, potential
impacts due to proposed project
7
Mr. Gopal
Pradhan
Sr. Scientist, State Pollution
Control Board, Govt. of
Sikkim, Gangtok
8
Mr. Sharma
Team Leader, North Eastern
Region Urban Infrastructure
Development Study
9
Chinpal Raunier
Consultant (GDS), ADB TA
Preparation of Northeastern
States Trade and
Investment Creation
Status of Air, Water and Noise Quality
in State, Available resources to
monitor environmental quality, scope
of IEE, sources of pollution in state
Environmental Issues of urban areas
in North Eastern Region, Solid Waste
Management, Water Supply,
Transportation facilities, Proposed
project, Scope of IEE
Potential of trade & economy in the
North Eastern Region, Impacts of road
sector on trade & economy, factors
affecting trade & economy
10
Mr. Madhusudan
Mitra
Consultant (GDS), ADB TA
Preparation of Northeastern
States Trade and
Investment Creation
Potential of trade & economy in the
North Eastern Region, Impacts of road
sector on trade & economy, factors
affecting trade & economy
6th May
2005
Scope of IEE, Existing conditions of
state roads, Major problems of State
roads, Treatment to landslides, Flora
& fauna & road safety
August
2006
Asst. Executive Engineer
PWD Office
Jorthang
Existing conditions of state roads,
Major problems of State roads,
Treatment to landslides
August
2006
Divisional Forest Officer
Divisional Forest Office
Namchi Forest Division
Namchi
Details of Flora & Fauna, Forest
Resources, Scope of IEE, potential
impacts due to proposed project
August
2006
Forest Block Officer
Forest Block Office
Nayabazar,
Jorthong
Details of Flora & Fauna, Forest
Resources, Scope of IEE, potential
impacts due to proposed project
August
2006
Forest Guard
Divisional Forest Office
Namchi Forest Division
Namchi
Presence of Flora & Fauna in the
forests, Forest Resources
August
2006
15th June
2005
15th June
2005
10th June
2005
6th May
2005
Additional Officers consulted during field visits
11.
12.
13.
14.
15.
Mr.Shailendra
Sharma
Mrs. Karuna Rai
Mr. Puran
Sharma
Mr. Damar Rai
Mr. Dawa Tang
SE Planning
PWD,Gangtok
255. Consultation with affected persons, local communities, village heads, shop owners
were carried out through structured questionnaire (Attachment 2) during the field assessment
in the month of August 2006. In total 15 stakeholders groups were interviewed formally and
their views was recorded. The consultation is focussed on:
General awareness in local communities about environmental quality in terms of quality of
water in rivers, ponds, lakes, ground water, ambient air and noise quality and its sources.
Presence of Archaeological / Historical sites, monuments in the project region and likely
impacts
Presence of endangered /rare species of flora and fauna and its locations in the project
region
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Frequency of natural calamities / disasters in the region
Cultural places along the project roads and likely impacts of proposed road development,
etc.
Following table shows the details of consultation through questionnaire.
Date
th
th
7
and 8
August 2006
Venue / Place
Participants
Villager - Nayabazar
Total – 15 participants
Villages – Chisopani
Village – Denchung
Village – Namchi
6.2.2
Remarks
Local villagers, affected persons,
shop owners, formers, forest
guards, community leaders,
Results of Consultations
256. Most of the people interviewed strongly support the project. The people living in the
entire project area expect the different project elements to facilitate transport, employment,
boost economic development and thereby provide direct, or indirect, benefits to themselves.
257. Construction camps may, however, put stress on local resources and the infrastructure
in nearby communities. In addition, local people raised construction-process related
grievances with the workers. This sometimes
leads to aggression between residents and
migrant workers. To prevent such problems, the
contractor should provide the construction
camps with facilities such as proper housing,
health care clinics, proper drinking water and
timely payment. The use of local labourers
during the construction will, of course, increase
benefits to local peoples and minimise these
problems. Wherever possible, such people
should be employed.
258. In order to access the existing
environment and likely impacts on PAPs, an
interview survey has been carried out. A sample
Fig 6.1: View of consultation with PAPs
of PAPs has been interviewed though a
designed questionnaire. Precaution has been exercised during the survey to ensure that the
sample interviewed is truly representative of the affected groups and the questions are worded
so as not to generate a bias response. Fig 6.1 shows one such interview survey.
259. It is envisaged from the interview survey that there is increased environmental
awareness among the people. It can also be seen from the table that more than 70 percent of
the persons are in the opinion that environmental conditions of the area is good. Over 90
percent of the people are agreed that the quality of air, water and noise in the area is good;
whereas, about 6 percent respondent feel that the environmental quality is being deteriorated.
Poor road condition and vehicular emissions are the major sources they feel responsible for
this. In case of presence of archaeological / historical the responses are very few. The area
has great cultural significance as 80 percent people say that there are places of cultural
significance in the region. The area experiences natural disasters i.e. floods, earthquake etc.
as it also envisaged that 73 percent of respondent reported history of natural disaster. About
70 percent people indicated that there are rare and endangered species of fauna in the forests
of the region. Overall, the general environmental conditions in the region are good and people
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have increased environmental awareness. Table 6.2 shows the result of public opinion survey
carried out in the region.
Table 6.2: Peoples’ Perception about Environment Degradation
Sl.
No.
Question asked about
No. of
people
interviewed
Positive
response
(%)
Negative
response
(%)
No
response
(%)
1.
Water quality of rivers,
ponds, wells, and canals
15
94
6
0
2.
Noise quality of the area
15
87
13
0
3.
Air quality of the area
15
94
6
0
4.
Archaeological sites
15
82
6
12
5.
Natural disaster
15
73
27
0
6.
Rare species of animals
and birds
15
70
30
0
7.
Cultural sites i.e.
market, melas
15
88
6
6
Note: Positive response shows that the overall environmental scenario in the area is good
and wise versa
6.3
Public Disclosure
260. The IEE report will be disclosed in the English language in the office of PWD,
MDONER. The full reports will also be available to interested parties on request from office of
PWD.
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7.
7.1
FINDINGS AND RECOMMENDATIONS
Findings: Positive and Negative Impacts
261. The following are the Consultants‟ initial findings in regard to likely positive and
negative impacts.
Positive Impacts:
the improved road: will reduce travel times, fuel consumption and emissions from base
traffic volumes;
drainage/erosion and landslide will be considerably improved: this because of the
provision of improved side drains, culverts and causeways; and
economic development and access will be stimulated;
Negative Impacts
most of the project road passes though the forest areas. Minor impacts on flora and
fauna are expected. However, prior clearance from the forest department should be
obtained before execution of work. Careful attention should be given to the incorporated
mitigation works;
unstable rock formations and soil types and high precipitation combine to make many
areas land-slide prone – in these areas, appropriate measures should be taken to
minimise the likelihood of slides;
if possible, re-aligned sections should minimise the likelihood of land-slides and/or
damage from land-slides: if land-slide prone areas cannot be avoided, bioengineering
techniques should be used to stabilise slopes;
minor deteriorations in the present minimum levels of air, water and noise quality may be
expected during construction - but this should be short-term and localised – in order to
minimise the impacts, the mitigation measures recommended in Chapter 4 should be
followed during detailed deign and construction.
construction will require the uprooting trees (about 350): this will negatively affect the
ecological balance of the area - the impact is, however, expected to be short term,
localised and temporary in nature;
the uprooting of trees will also enhance soil erosion;
the disposal of surface water may lead to destabilisation of downstream water courses
and landscapes; and
bioengineering technique should be incorporated along all unstable slopes: native plants
and shrubs should be planted, so that ecological condition of the area can also be
improved.
7.2
Significant Impacts
262.
Presently, the only “significant” impacts identified are:
the likely impacts on forest resources i.e. flora and fauna between Nayabazar and
Namchi;
occasionally disturbance from noise generated during construction of project road leading to disruption in livestock and wildlife, and annoyance and to local residents.
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landslips and erosion: from the sections of the project road that are geologically unsound
areas;
cutting of trees and plants: due to widening of road;
occasional high concentrations of airborne dust during construction of project road
resulting in deposition and some damage to vegetation, crops and water quality of Rangit
River.
263. To minimise the above negative impacts: the following suggested mitigation measures
should be incorporated during detailed design and construction:
the potential impacts on wildlife and forest resources should be confirmed with forest
conservators staff during detailed design and if required additional measures should be
incorporated;
stockpiled sand and soil should be slightly wetted before loading, particularly in windy
conditions - vehicles transporting sand and soil should be covered with a tarpaulin;
blasting and the operation of heavy equipment should be performed only in daylight
hours;
stone crushing plants should be located away from population centres, drinking water
intakes, cultivable lands and sensitive ecosystems - stone crushing equipment should be
fitted with approved dust control devices and operated in accordance with manufacturer‟s
specifications;
hazardous materials should not be stored near surface water - all used lubricants and oils
should be collected and recycled or disposed off site and plastic sheeting should be
placed under hazardous material storage areas to collect and retain leaks and spills;
contaminated runoff from storage areas should be captured in ditches or ponds with an oil
trap at the outlet. Contaminated and worn plastic sheeting should be packed into drums
and disposed off site;
use of fuel wood for heating bitumen should be discouraged: where heating is required,
bitumen heaters should be used, fuelled by kerosene, diesel or gas - no bituminous
material should be discharged into side drains;
exposed slopes should be protected using conventional civil engineering structures in
conjunction with bioengineering techniques: slopes should be planted with appropriate
vegetation as soon as possible and using previously stockpiled topsoil.
7.3
Recommendations
264. Detailed design work has not yet been undertaken for the project road. Most likely,
such work will be undertaken, prior to the award of contracts for construction. As part of these
latter works, draft Contracts for Construction and the attached Bills of Quantities should
incorporate the requirements for all the earlier-referred to environmentally-recommended
working practices and for the Consultants‟ suggested measures designed to mitigate long-term
post construction adverse impacts.
265. The following are deemed to be the most important initial recommendations designed
to make the project environmentally sound and sustainable:
the contractors should comply with all environmental mitigation measures specified in this
IEE report;
the first priority should be to reuse excess material in the construction works:
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discarded materials that cannot be used in construction and fill should, if suitable,
be used for bioengineering measures;
all other excess material should be disposed of in locations or landfills that will not
promote instability and result in destruction of property, vegetation, irrigation and
drinking water supply systems; and
extreme care should be taken to avoid disposal near wetlands or in areas that will
inconvenience or deprive local residents of their livelihood;
spoil and waste material should be disposed at approved sites (to be identified at detail
design stage);
the contractors should consult with the Engineer-in-Charge before locating project offices,
sheds and construction plants;
camps should not be located near settlements, nor near drinking water supply intakes,
nor to negatively impact local residents‟ access to drinking water;
temporary construction facilities i.e. construction camp, workers camp, hot mix plant,
batching plant, stone crusher must not be established in the stretch that passes through
protected and reserved forests. Village forest management committees should be
consulted while locating these facilities.
camps should not be located in the vicinity of landslides nor in the forest areas;
camps should be operated within a self-sufficient infrastructure and no trees should be
cut for wood fuel;
the PIU should ensure that the contractors identify environmentally safe locations for
siting construction camps and other plants, machinery, vehicles and equipment, as well
as locations for storage and disposal of wastes - both from the construction camps and
from the sites;
the contractors should prohibit employees from poaching wildlife and cutting trees - the
contractor should be made responsible for the actions of their workers;
the PIU should ensure that the regulatory permissions required for the construction
equipment, vehicles and machinery have been obtained by the contractors and are valid
at all times during the execution of the project;
the PIU should ensure that pollution control equipment is installed on all equipment and
operating properly by the contractors;
during haul operations, measures should be enforced to ensure environmental protection
- namely regular sprinkling of water to suppress dust, use of spillage proof vehicles for
hauling and regular maintenance of vehicles etc.
contractors should be required to maintain construction sites, keep them clean and
provide appropriate facilities for the storage of all waste until it is disposed;
work forces should be provided with adequate water supply, septic tanks with soak pits,
health care facilities and LPG to reduce their dependence on wood fuels;
the contractors should ensure that the safety of workers and other site users is not
compromised during construction;
logging immediately above the improved roads should be restricted to reduce erosion/
landslides;
where possible, quarrying along the road and close to the Right of Way should be
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restricted;
where possible, quarry sites should be located away from population centres, drinking
water intakes and streams, cultivable lands and natural drainage systems;
where possible, quarries should be located in structurally stable areas even if some
distance from construction activities;
no bituminous material should be discharged into side drains;
nearby trees, vegetation and private property should be protected during bitumen
spraying work;
bitumen drums should be stored in designated locations and not scattered along the road;
borrow areas should not be established in ecologically sensitive areas;
borrow areas should be located away from the road and the steeper hill slopes and
settlements facing the road - this so as to minimise visual impacts;
vehicles delivering loose and fine materials should be covered to reduce spills;
particular care/attention should be given to adequate drainage;
at construction sites within 500 metres of settlements, noisy operations should be
stopped between 22:00 to 06:00 hrs,
care should be taken to avoid sacred and religious sites;
bioengineering techniques should be employed for stabilising soils and for reclaiming
both quarry and dump sites;
cut and fill methods of construction should be employed to the extent possible, and using
excavators; and
loss of trees should compensated by planting trees on available space in consultation
with forest department;
in case of loss of land and structures, compensation should be paid in accordance with
the government norms and affected people should be rehabilitated as per Resettlement
Plan; and
the Environmental Management and Monitoring Plan provided in chapter 5 may be
updated after the detailed engineering design.
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8.
8.1
CONCLUSIONS
General
266. On the basis of (i) available information, (ii) field visits over the entire length of the
project road, (iii) discussions with the project sponsors; (iv) other discussions amongst the
project team, NGOs, local people and various governmental officials, it has been concluded
that overall:
all elements of the projects will be beneficial;
all negative impacts, during and post construction, including those deemed “significant”
can be properly mitigated; and
no comprehensive, broad, diverse or irreversible adverse impacts have been identified.
267. For all works, the PWD will, however, have to obtain clearances from the Forest
department and Pollution Control Board. The required procedures have, however, been
documented.
268. Environmental Management Plan (EMP) is also essential requirements for each of the
elements of this project. This plan may be modified during detailed engineering design as
necessary. During construction, environmental management cell is also recommended. The
function of this officer will be to ensure the implementation of both the recommendations made
in this IEE and the proposed EMP. Suggestions from the EMP should also be incorporated into
the design and construction process.
269. The most significant negative impacts that have been identified, and that will need to
be the focus of the clearance procedures, are indicated below.
8.2
Project Road Specific
270. The envisaged impact on wild-life and flora in the forest area and the appropriateness
of the mitigation measures described in this report will, of course, also need to be confirmed
with forest authorities during detailed design.
271. Landslides and the measures that can be used to mitigate their impact and the
locations of quarries are the most important other major issues that will need to be addressed.
These matters can, of course, also only be finalised during detailed design.
272. Soil erosion due to the cutting of hill slopes and trees, may create some ecological
disturbances and there will be some air and noise pollution due to construction equipments
and machineries etc. These impacts will, however, be localised and mainly temporary and will
mainly occur during construction. The incorporation of the Consultants‟ recommendations in
regard to the proper care to be taken during construction should cause these disturbances to
become insignificant.
273. Landslides and the measures that can be used to mitigate their impact and the
locations of quarries are the other major issues that will need to be addressed. These matters
can, of course, also only be finalised during detailed design.
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Attachment 1
Rapid Environmental Assessment (REA) Checklist - SK 02 Section
Country/Project Title:
Sector Division:
Road Section:
INDIA: North Eastern State Roads Project
Roads and Highways
SK-02: Nayabazar – Namchi sections in the State of Sikkim - 19 km
SCREENING QUESTIONS
Yes
No
REMARKS
A. Project Siting
Is the Project area adjacent to or within any of the
following environmentally sensitive areas?
X
Cultural heritage site
X
The project road is passing through
the reserved forest area of Sikkim
West Forest Division. A detail
assessment and specific mitigation
measures with respect to flora and
fauna shall be worked out and shall
be followed strictly.
Protected Area
Wetland
X
Mangrove
X
Estuarine
X
Buffer zone of protected area
X
Special area for protecting biodiversity
X
B. Potential Environmental Impacts
Will the Project cause…
encroachment on historical/cultural areas;
disfiguration of landscape by road embankments,
cuts, fills, and quarries?
The project road is running along the
river Rangit on one side and forest
hillocks on other side. It Is a landslide
prone alignment. Impacts of
landslide, of road embankments, cuts
and fills are anticipated.
X
Proper management plan for will be
required during construction to
sustain the quarries.
encroachment on precious ecology (e.g. sensitive
or protected areas)?
X
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SCREENING QUESTIONS
Yes
alteration of surface water hydrology of
waterways crossed by roads, resulting in
increased sediment in streams affected by
increased soil erosion at construction site?
No
X
REMARKS
Project road is running along the
perennial river Rangit though out its
length. Impacts on surface hydrology
are expected during construction.
Controlled construction activities will
ensure sediment discharge into
streams to the extent.
deterioration of surface water quality due to silt
runoff and sanitary wastes from worker-based
camps and chemicals used in construction?
X
Adverse impacts due to silt runoff are
expected. During construction period
suitable mitigation measures will be
required to control the silt runoff.
Adequate Sanitary facilities and
drainage in the workers camps will
help to avoid this possibility. As the
construction activity in this project will
not contain any harmful ingredients,
no impact on surface water quality is
anticipated.
increased local air pollution due to rock crushing,
cutting and filling works, and chemicals from
asphalt processing?
X
With appropriate mitigation measures
and use of most modern environment
friendly equipments/machineries air
pollution shall be reduced to
permissible levels.
noise and vibration due to blasting and other civil
works?
X
Short term minor impact may occur
during constriction period, Suitable
mitigation measures will be required
to minimize the adverse effects
dislocation or involuntary resettlement of people
X
other social concerns relating to inconveniences
in living conditions in the project areas that may
trigger cases of upper respiratory problems and
stress?
X
Imposing of appropriate mitigation
measures in contract agreement to
keep the air pollution within
permissible levels will keep a check
on this problem.
hazardous driving conditions where construction
interferes with pre-existing roads?
X
To minimized the impact suitable
traffic management plan will be
required
poor sanitation and solid waste disposal in
construction camps and work sites, and possible
transmission of communicable diseases from
workers to local populations?
Proper provisions for sanitation,
health care and solid waste disposal
facilities will be available in the
contract documents to avoid such
possibility.
X
Workers will be made aware about
communicable diseases
creation of temporary breeding habitats for
mosquito vectors of disease?
X
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SCREENING QUESTIONS
Yes
No
REMARKS
dislocation and compulsory resettlement of
people living in right-of-way?
X
No encroachment
accident risks associated with increased
vehicular traffic, leading to accidental spills of
toxic materials and loss of life?
X
Adoption of suitable traffic signage
system at sensitive places will reduce
such possibility.
increased noise and air pollution resulting from
traffic volume?
X
Due to improvement in Riding Quality
& Comfort in driving due to
unidirectional traffic such pollution
will be reduced.
Mitigation measures along with
monitoring plan will be required
increased risk of water pollution from oil, grease
and fuel spills, and other materials from vehicles
using the road?
X
Controlled construction activities and
proper drainage system will reduce
this possibility.
After reviewing the answers above the Mission Leader and Environment Specialist agree that the
project.
should be categorized as an A project.
X
should be categorized as a B project.
should be categorized as a B project in an environmentally sensitive area.
should be categorized as a C project.
should be categorized as an A/B project because
(give reason)
.
requires additional information for classification. Therefore,
o
an Environment Specialist should be involved in the PPTA Fact-finding Mission.
o
the Mission Leader should gather additional information during the PPTA Fact-finding
Mission.
Project Site Description:
The proposed road section (Nayabazar to Namchi) is a State Highway measuring 19 km in
length located at Sikkim South District. The topography of the project area is hilly. It passes
entirely through hillock in one side and river valley (perennial river Rangit) on other side. The
land use is completely forest type. It is situated within the Reserved Forest area of Sikkim
West Forest Division. Project area is covered with greenery having a vegetation density of
about 0.4 to 0.5. The existing condition of the road is moterable with average carriageway
width of 3.5 m. The project area is high rainfall zone. The soil is poor and unstable which leads
to frequent landslides and soil erosion mainly in rainy season. Cases of landslide were
observed during site visits. There are no historical places in the project area. There is no major
settlement in between the project road. Jorthang (Nayabazar is the only town at the start of the
project road and Namchi at end of project road are the settlements. There is no encroachment
on the road and available ROW is 27 ft either side of road.
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Attachment 2
ENVIRONMENTAL SURVEY
Practical View of the Community about Environmental Scenario
Km:
From-
To-
Team No-
Q.1-
What do you think about the quality of water from ponds, wells, rivers or canal in your
area?
Good
Satisfactory
Polluted
Q.2-
If the quality of water is polluted /poor then in your opinion what are its reasons?
Ingress of industrial effluent in the source
Sewage leakage/discharge in the source
Animal water holes
Rain water storage
Others, please specify
Q.3-
Is the noise level in your area disturbing / irritating?
Yes
No
Q.4-
If the Noise level is disturbing / irritating then in your opinion, it is due to
Vicinity of industry
Vehicular Traffic
Construction work
Work shop / scooter repair shop
Aviation zone
Others, please specify
Q.5-
How, in your opinion, the noise level can be brought to satisfactory level in your area.
Q.6-
Is the quality of air, which you breath is healthy and clean
Yes
No
Q.7-
If not, then what are the reasons ?
Due to vehicular pollution
Due to Industrial pollution
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Due to poor sanitation
Due to tanneries in the vicinity
Due to domestic smoke
Others , please specify
Q.8-
Are there any places of Archeological / historical importance in your vicinity, if yes,
please give details
Q.9-
Is there any previous history of natural disaster viz. Floods, Drought, earthquake etc. in
your area, if so give details with year of occurrence and damage.
Location:
Flood
Drought
Earthquake
Year:
Yes / No
Yes / No
Yes / No
Q.10- Are any rare species of Birds, Animals etc. visiting your area during winter, if so please
give details and locations
Name of the Species
Location
Q.11- Do you have any market place, melas etc. in your areas and it is likely to be affected
by proposed expansion of road, if yes then which site do you suggest for relocation the
markets.
Q.12- Do you have any suggestion to improve the Environment w.r.t. Air, Water and Noise in
your area.
Particular
Name
Sign/Date
Recorder
Scrutinizer
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